| Id | Title | Patent | Application Number | English Title | French Title | Canadian Patent Classification | Inventors | Issued | Filled Date | Agent | Language of Filling | Owners | Claims | App Number | Country | Date | Abstract | Contains |
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| 0 | Patent 2781348 Summary - Canadian Patents Database | CA 2781348 | NaN | ELECTRICVEHICLE,BATTERYCHARGING STATION,BATTERYEXCHANGING RESERVATION SYSTEM COMPRISING THE SAME AND METHOD THEREOF | VEHICULE ELECTRIQUE, STATION DE RECHARGE DE BATTERIE, SYSTEME DE RESERVATION D'ECHANGE DE BATTERIE COMPORTANT CELLE-CI ET PROCEDE CONNEXE | NaN | PARK, JUN-SEOK, KIM, WON-KYU, PARK, HEE-JEING, MOON, HEE-SEOK, CHOI, WONG-CHUL, JEONG, JAY-IL, YU, CHI-MAN, JUNG, DO-YANG, SHIN, YONG-HARK, PARK, JAE-HONG | 2015-12-01 | 2012-06-22 | BRION RAFFOUL | English | KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION | 26\nClaims\nWhat is claimed is:\n1. An\nelectric\nvehicle\ncomprising:\na power level detection unit adapted to detect a\npower level of a\nbattery\nmounted on the\nelectric\nvehicle\n;\na user input unit adapted to enable user input;\na communication unit adapted to communicate with a\nbattery\ncharging station;\na control unit adapted to determine or recommend to\nthe user a\nbattery\ncharging station, in which the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged, based on the\npower level of the\nbattery\nand a route of travel of the\nelectric\nvehicle\nand transmit a\nbattery\nexchange\nreservation command to the\nbattery\ncharging station\ndetermined by the control unit or selected by the user; and\nthe control unit is adapted to transmit information\nregarding the\nbattery\nmounted on the\nelectric\nvehicle\nto\nthe\nbattery\ncharging station and request the\nbattery\ncharging station confirm whether there exists a\nbattery\nfor mounting on the\nelectric\nvehicle\n;\nthe\nbattery\ncharging station having:\na charging station main unit provided with a\nbattery\nstorage unit;\na\nbattery\nexchange robot installed in the charging\nstation main unit and adapted to conduct a\nbattery\nexchange\ntask;\na protection guide adapted to seal a\nbattery\nmounting\nmodule mounted on top of the\nelectric\nvehicle\n; and\n27\na charging station control unit adapted to control\nthe protection guide and the\nbattery\nexchange robot to\nconduct an exchange task for the\nelectric\nvehicle\n; and\nwherein the charging station control unit is adapted\nto confirm whether a reservation has been made or not, when\nthe\nelectric\nvehicle\nenters into the charging station main\nunit, through communication with the\nelectric\nvehicle\nand\nconfirmation from a database unit; when the reservation is\nconfirmed, lower the protection guide, when the\nelectric\nvehicle\nenters, to seal the\nbattery\nmounting module, based\non reservation information; and control the\nbattery\nexchange robot so as to exchange the\nbattery\n.\n2. The\nelectric\nvehicle\nas claimed in claim 1,\nwherein the control unit is adapted to monitor a traveling\ndistance of the\nelectric\nvehicle\nbased on the\nbattery\npower\nlevel, communicate with the\nbattery\ncharging station\ncorresponding to the route of travel of the\nelectric\nvehicle\nto acquire information regarding whether the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged or not,\nand recommend the\nbattery\ncharging station, in which the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged, to the\nuser.\n3. The\nelectric\nvehicle\nas claimed in claim 1 or 2,\nwherein the control unit is adapted to provide the user\nwith a charging request message when the power level of the\nbattery\nis below a threshold.\n4. The\nelectric\nvehicle\nas claimed in claim 1 or 2,\nwherein the communication unit is adapted to communicate\nwith an external source and acquire information regarding\n28\ntraffic conditions along the route of travel, and the\ncontrol unit is adapted to calculate the traveling distance\nbased on the traffic conditions and the\nbattery\npower\nlevel.\n5. The\nelectric\nvehicle\nas claimed in claim 1 or 2,\nwherein the\nelectric\nvehicle\ncomprises an\nelectric\nbus\ntraveling along a line, the\nbattery\ncharging station is\ninstalled at a bus stop, and the control unit is adapted to\nselect the\nbattery\ncharging station, which corresponds to\nthe traveling line of the\nelectric\nbus, as a reservation\ntarget.\n6. The\nelectric\nvehicle\nas claimed in claim .1 or 2,\nwherein the\nelectric\nvehicle\ncomprises the\nbattery\nmounting\nmodule, on which the\nbattery\nis mounted, the\nbattery\nmounting module comprising the protection guide installed\non top of the\nelectric\nvehicle\nand adapted to be\nopened/closed, and the control unit is adapted to send an\nopening command to the protection guide, when entering the\nreserved\nbattery\ncharging station, to enable and control\nbattery\nexchange.\n7. An\nelectric\nvehicle\nhaving an\nelectric\nvehicle\nbattery\ncharging station comprising:\na\nbattery\nstorage unit adapted to contain a\nchargeable\nbattery\nmounted on a\nbattery\nmounting module of\nthe\nelectric\nvehicle\n;\na database unit adapted to store information\nregarding the type, amount, and charging state of the\nbattery\ncontained in the\nbattery\nstorage unit and\nreservation particulars;\na communication unit adapted to communicate with the\n29\nelectric\nvehicle\n; and\na reservation management unit adapted to extract\ninformation regarding a reservable\nbattery\nfrom the\ndatabase, to provide the\nelectric\nvehicle\nwith the\nextracted information, receive a reservation command from\nthe\nelectric\nvehicle\n, and to update reservation information\nin the database unit,\nwherein the\nelectric\nvehicle\ncomprises,\na power level detection unit adapted to detect a\npower level of a\nbattery\nmounted on the\nelectric\nvehicle\n;\na user input unit adapted to enable user input;\na communication unit adapted to communicate with a\nbattery\ncharging station;\n.a control unit adapted to determine or recommend a\nbattery\ncharging station, in which the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged, to the user based on the\npower level of the\nbattery\nand a route of travel of the\nelectric\nvehicle\nand transmit a\nbattery\nexchange\nreservation command to the\nbattery\ncharging station\ndetermined by the control unit or selected by the user;\nwherein the control unit is adapted to transmit\ninformation regarding the\nbattery\nmounted on the\nelectric\nvehicle\nto the\nbattery\ncharging station and request the\nbattery\ncharging station to confirm whether there exists a\nbattery\nfor mounting on the\nelectric\nvehicle\n;\nwherein the\nelectric\nvehicle\nbattery\ncharging station\nhas:\na charging station main unit provided with the\nbattery\nstorage unit;\na\nbattery\nexchange robot installed in the charging\nstation main unit and adapted to conduct a\nbattery\nexchange\ntask;\n30\na protection guide adapted to seal the\nbattery\nmounting module mounted on top of the\nelectric\nvehicle\n; and\na charging station control unit adapted to control\nthe protection guide and the\nbattery\nexchange robot to\nconduct an exchange task for the\nelectric\nvehicle\n, and\nthe charging station control unit is adapted to\nconfirm whether a reservation has been made or not, when\nthe\nelectric\nvehicle\nenters into the charging station main\nunit, through communication with the\nelectric\nvehicle\nand\nconfirmation from the database unit; when the reservation\nis confirmed, lower the protection guide, when the\nelectric\nvehicle\nenters, to seal the\nbattery\nmounting module, based\non reservation information; and control the\nbattery\nexchange robot so as to exchange the\nbattery\n.\n8. The\nelectric\nvehicle\nas claimed in claim 7,\nwherein the\nelectric\nvehicle\ncomprises an\nelectric\nbus\ntraveling along a line, the\nelectric\nvehicle\nbattery\ncharging station is installed at a bus stop, and the\ncontrol unit is adapted to select the\nelectric\nvehicle\nbattery\ncharging station, which corresponds to the\ntraveling line of the\nelectric\nbus, as a reservation\ntarget.\n9. A method of reserving exchange of a\nbattery\nof an\nelectric\nvehicle\n, comprising the steps of:\ndetecting a power level of a\nbattery\nmounted on an\nelectric\nvehicle\n;\nasking, by the\nelectric\nvehicle\n, a\nbattery\ncharging\nstation, which exists along a route of travel, whether\nexchange reservation is possible or not;\n31\nconfirming, by the\nbattery\ncharging station, whether\nreservation of a\nbattery\nmountable on the\nelectric\nvehicle\nis possible and transmitting a reply to the\nelectric\nvehicle\n;\nrequesting, by the\nelectric\nvehicle\n, the\nbattery\ncharging station to reserve\nbattery\nexchange, when the\nbattery\ncharging station has replied that reservation is\npossible, and providing the user with reservation\ninformation;\nupdating, by the\nbattery\ncharging station,\nbattery\nexchange reservation information;\nconfirming, by the\nbattery\ncharging station, whether\nthe\nelectric\nvehicle\n, when entering into the\nbattery\ncharging station, has made reservation or not based on\nidentification information regarding the\nelectric\nvehicle\n;\ntransmitting an entry grant signal to the\nelectric\nvehicle\nwhen reservation information regarding the\nelectric\nvehicle\nexists;\nconfirming an entry position, when the\nelectric\nvehicle\nenters into the\nbattery\ncharging station, and\ntransmitting a confirmation signal to the\nelectric\nvehicle\n;\nopening a door of a\nbattery\nmounting module installed\non top of the\nelectric\nvehicle\n;\nsealing the\nbattery\nmounting module by lowering a\nprotection guide installed in the\nbattery\ncharging station;\nand\nexchanging the\nbattery\n. | NaN | NaN | NaN | Linvention concerne un véhicule électrique, une station de recharge de batterie et un système de réservation déchange de batterie de véhicule électrique comportant celle-ci. Le véhicule électrique comprend une unité de détection du niveau de puissance adaptée pour détecter un niveau de puissance dune batterie installée dans le véhicule électrique; une unité de communication adaptée pour communiquer avec une station de recharge de batterie; et une unité de commande adaptée pour déterminer une station de recharge de batterie dans laquelle la batterie du véhicule électrique doit être échangée, en fonction du niveau de puissance de la batterie et du trajet du véhicule électrique, puis pour transmettre une commande de réservation déchange de batterie à la station de recharge de batterie déterminée. Selon le niveau de puissance de batterie du véhicule électrique, une station de recharge de batterie se trouvant sur le trajet doit transmettre linformation relative à la batterie. Ensuite, léchange de batterie est réservé en conséquence pour que les batteries puissent être échangées de façon plus efficace et pratique. | True |
| 1 | Patent 2737243 Summary - Canadian Patents Database | CA 2737243 | NaN | ELECTRICVEHICLENETWORK | RESEAU DE VEHICULE ELECTRIQUE | NaN | AGASSI, SHAI, ZARUR, ANDREY J. | NaN | 2008-09-19 | FASKEN MARTINEAU DUMOULIN LLP | English | BETTER PLACE GMBH | What is claimed is:\n1. A method for providing information about\nbattery\nservice stations to an\nelectric\nvehicle\nthat includes an\nelectric\nmotor that drives one or more wheels of the\nvehicle\nand is\npowered by a\nbattery\n, the method comprising:\nat a\nvehicle\n,\ndetermining a status of a\nbattery\nof the\nvehicle\n;\ndetermining a geographic location of the\nvehicle\n;\nidentifying at least one\nbattery\nservice station that the\nvehicle\ncan reach\nbased on the charge status of the\nbattery\nof the\nvehicle\nand the geographic\nlocation of the\nvehicle\n; and\nnotifying the user of the at least one\nbattery\nservice station to a user of\nthe\nvehicle\n.\n2. The method of claim 1, further comprising at the\nvehicle\n, displaying the\ngeographic\nlocation of the\nvehicle\nrelative to at least one\nbattery\nservice station on a\nmap in a user\ninterface of a positioning system of the\nvehicle\n.\n3. The method of claim 1, further comprising at the\nvehicle\n, marking the\nbattery\nservice\nstations that the\nvehicle\ncan reach on the map.\n4. The method of claim 1, wherein the at least one\nbattery\nservice station is\na charge\nstations that recharges the\nbattery\nof the\nvehicle\nor a\nbattery\nexchange\nstation that replaces an\nat least partially spent\nbattery\nof the\nvehicle\nwith a charged\nbattery\n.\n5. The method of claim 1,\nwherein the\nbattery\nis not owned by the user, and\nwherein the user of the\nvehicle\nis a user that has legal title to the\nvehicle\n,\nor a user that\nhas legal possession of the\nvehicle\n.\n6. The method of claim 1, further comprising:\nreceiving a selection of a\nbattery\nservice station from a user of the\nvehicle\n;\nand\nmaking a reservation at the\nbattery\nservice station for the\nvehicle\n.\n7. The method of claim 1, wherein determining the status of the\nbattery\nof the\nvehicle\nincludes one selected from the group consisting of:\n38\ndetermining a charge level of the\nbattery\n;\ndetermining an age of the\nbattery\n;\ndetermining the number of charge/discharge cycles of the\nbattery\n; and\nany combination of the aforementioned operations.\n8. The method of claim 1, wherein identifying the\nbattery\nservice stations\nthat the\nvehicle\ncan reach based on the status of the\nbattery\nof the\nvehicle\nincludes:\ndetermining a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\ndetermining the\nbattery\nservice stations that are within the maximum distance\nfrom\nthe geographic location of the\nvehicle\n.\n9. The method of claim 8, wherein the maximum distance includes a specified\nsafety\nfactor.\n10. The method of claim 1, including:\ndetermining a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\nmarking in a user interface of a positioning system of the\nvehicle\nan area of\na map that\nis within the maximum distance of the geographic location of the\nvehicle\n.\n11. The method of claim 1, including periodically transmitting the status of\nthe\nbattery\nof\nthe\nvehicle\nto a service provider over a data network.\n12. The method of claim 1, including periodically transmitting the geographic\nlocation of\nthe\nvehicle\nto a service provider over a data network.\n13. The method of claim 1, including periodically receiving a status of the\nbattery\nservice\nstations from a service provider over a data network.\n14. The method of claim 13, wherein the status of a respective\nbattery\nservice\nstation is\nselected from the group consisting of-\na number of charge stations of the respective\nbattery\nservice station that are\noccupied;\na number of charge stations of the respective\nbattery\nservice station that are\nfree;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\noccupied;\n39\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\nfree;\na location of the\nbattery\nservice station; and\nand any combination of the aforementioned statuses.\n15. A\nvehicle\nthat includes an\nelectric\nmotor that drives one or more wheels\nof the\nvehicle\nand is powered by a\nbattery\n, comprising:\none or more processors;\na memory; and\none or more programs stored in the memory, the one or more programs comprising\ninstructions to:\ndetermine a status of a\nbattery\nof the\nvehicle\n;\ndetermine a geographic location of the\nvehicle\n;\nidentify at least one\nbattery\nservice station that the\nvehicle\ncan reach based\non the\ncharge status of the\nbattery\nof the\nvehicle\nand the geographic location of the\nvehicle\n; and\nnotify the user of the at least one\nbattery\nservice station to a user of the\nvehicle\n.\n16. The\nvehicle\nof claim 15, further comprising instructions to display the\ngeographic\nlocation of the\nvehicle\nrelative to at least one\nbattery\nservice station on a\nmap in a user\ninterface of a positioning system of the\nvehicle\n.\n17. The\nvehicle\nof claim 15, further comprising instructions to mark the\nbattery\nservice\nstations that the\nvehicle\ncan reach on the map.\n18. The\nvehicle\nof claim 15, wherein the at least one\nbattery\nservice station\nis a charge\nstation that recharge the\nbattery\nof the\nvehicle\n, or a\nbattery\nexchange\nstation that replaces an\nat least partially spent\nbattery\nof the\nvehicle\nwith a charged\nbattery\n.\n19. The\nvehicle\nof claim 15,\nwherein the\nbattery\nis not owned by user, and\nwherein the user of the\nvehicle\na user that has legal title to the\nvehicle\n, or\na user that\nhas legal possession of the\nvehicle\n.\n20. The\nvehicle\nof claim 15, further comprising instructions to:\nreceive a selection of a\nbattery\nservice station from a user of the\nvehicle\n;\nand\nmaking a reservation at the\nbattery\nservice station for the\nvehicle\n.\n21. The\nvehicle\nof claim 15, wherein the instruction to determine the status\nof the\nbattery\nof the\nvehicle\nincludes one selected from the group consisting of:\ninstructions to determine a charge level of the\nbattery\n;\ninstructions to determine an age of the\nbattery\n;\ninstructions to determine the number of charge/discharge cycles of the\nbattery\n; and\nany combination of the aforementioned instructions.\n22. The\nvehicle\nof claim 15, wherein the instructions to identify the\nbattery\nservice\nstations that the\nvehicle\ncan reach based on the status of the\nbattery\nof the\nvehicle\nincludes\ninstruction to:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\ndetermine the\nbattery\nservice stations that are within the maximum distance\nfrom the\ngeographic location of the\nvehicle\n.\n23. The\nvehicle\nof claim 22, wherein the maximum distance includes a specified\nsafety\nfactor.\n24. The\nvehicle\nof claim 15, further comprising instructions to:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\nmark in a user interface of a positioning system of the\nvehicle\nan area of a\nmap that is\nwithin the maximum distance of the geographic location of the\nvehicle\n.\n25. The\nvehicle\nof claim 15, including instruction to periodically transmit\nthe status of the\nbattery\nof the\nvehicle\nto a service provider over a data network.\n26. The\nvehicle\nof claim 15, including instruction to periodically transmit\nthe geographic\nlocation of the\nvehicle\nto a service provider over a data network.\n27. The\nvehicle\nof claim 15, including instructions to periodically receive a\nstatus of the\nbattery\nservice stations from a service provider over a data network.\n28. The\nvehicle\nof claim 27, wherein the status of a respective\nbattery\nservice station is\nselected from the group consisting of:\na number of charge stations of the respective\nbattery\nservice station that are\noccupied;\n41\na number of charge stations of the respective\nbattery\nservice station that are\nfree;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\noccupied;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\nfree;\na location of the\nbattery\nservice station; and\nand any combination of the aforementioned statuses.\n29. A computer readable storage medium storing one or more programs configured\nfor\nexecution by a computer, the one or more programs comprising instructions to:\ndetermine a status of a\nbattery\nof the\nvehicle\n, wherein the\nvehicle\nincludes\nan\nelectric\nmotor that drives one or more wheels of the\nvehicle\n, wherein the\nelectric\nmotor receives\nenergy from the\nbattery\n;\ndetermine a geographic location of the\nvehicle\n;\nidentify at least one\nbattery\nservice station that the\nvehicle\ncan reach based\non the\ncharge status of the\nbattery\nof the\nvehicle\nand the geographic location of the\nvehicle\n; and\nnotify the user of the at least one\nbattery\nservice station to a user of the\nvehicle\n.\n30. The computer readable storage medium of claim 29, further comprising\ninstructions to\ndisplay the geographic location of the\nvehicle\nrelative to at least one\nbattery\nservice station on\na map in a user interface of a positioning system of the\nvehicle\n.\n31. The computer readable storage medium of claim 29, further comprising\ninstructions to\nmark the\nbattery\nservice stations that the\nvehicle\ncan reach on the map.\n32. The computer readable storage medium of claim 29, wherein the at least one\nbattery\nservice station is a charge station that recharge the\nbattery\nof the\nvehicle\nor a\nbattery\nexchange station that replaces an at least partially spent\nbattery\nof the\nvehicle\nwith a charged\nbattery\n.\n33. The computer readable storage medium of claim 29,\nwherein the\nbattery\nis not owned by the user, and\nwherein the user of the\nvehicle\nis a user that has legal title to the\nvehicle\n,\nor a user that\nhas legal possession of the\nvehicle\n.\n42\n34. The computer readable storage medium of claim 29, further comprising\ninstructions\nto:\nreceive a selection of a\nbattery\nservice station from a user of the\nvehicle\n;\nand\nmaking a reservation at the\nbattery\nservice station for the\nvehicle\n.\n35. The computer readable storage medium of claim 29, wherein the instructions\nto\ndetermine the status of the\nbattery\nof the\nvehicle\nincludes one selected from\nthe group\nconsisting of:\ninstructions to determine a charge level of the\nbattery\n;\ninstructions to determine an age of the\nbattery\n;\ninstructions to determine the number of charge/discharge cycles of the\nbattery\n; and\nany combination of the aforementioned instructions.\n36. The computer readable storage medium of claim 29, wherein the instructions\nto\nidentify the\nbattery\nservice stations that the\nvehicle\ncan reach based on the\nstatus of the\nbattery\nof the\nvehicle\nincludes instructions to:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\ndetermine the\nbattery\nservice stations that are within the maximum distance\nfrom the\ngeographic location of the\nvehicle\n.\n37. The computer readable storage medium of claim 36, wherein the maximum\ndistance\nincludes a specified safety factor.\n38. The computer readable storage medium of claim 29, including instructions\nto:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\nmark in a user interface of a positioning system of the\nvehicle\nan area of a\nmap that is\nwithin the maximum distance of the geographic location of the\nvehicle\n.\n39. The computer readable storage medium of claim 29, including instructions\nto\nperiodically transmit the status of the\nbattery\nof the\nvehicle\nto a service\nprovider over a data\nnetwork.\n43\n40. The computer readable storage medium of claim 29, including instructions\nto\nperiodically transmit the geographic location of the\nvehicle\nto a service\nprovider over a data\nnetwork.\n41. The computer readable storage medium of claim 29, including instructions\nto\nperiodically receive a status of the\nbattery\nservice stations from a service\nprovider over a data\nnetwork.\n42. The computer readable storage medium of claim 41, wherein the status of a\nrespective\nbattery\nservice station is selected from the group consisting of-\na number of charge stations of the respective\nbattery\nservice station that are\noccupied;\na number of charge stations of the respective\nbattery\nservice station that are\nfree;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\noccupied;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\nfree;\na location of the\nbattery\nservice station; and\nand any combination of the aforementioned statuses.\n44 | 60/973,794 | United States of America | 2007-09-20 | La présente invention concerne un véhicule électrique qui comprend un moteur électrique qui entraîne une ou plusieurs roues du véhicule et est alimenté par une batterie. Le véhicule électrique détermine un état d'une batterie du véhicule et un emplacement géographique du véhicule. Le véhicule électrique identifie ensuite au moins une station-service de batterie de véhicule que le véhicule peut atteindre en se basant sur l'état de charge de la batterie du véhicule et l'emplacement géographique du véhicule. Le véhicule électrique affiche la ou les stations-services de batterie à un utilisateur du véhicule. | True |
| 2 | Patent 3111811 Summary - Canadian Patents Database | CA 3111811 | NaN | INTEGRATEDBATTERYBOOSTER DEVICE FORVEHICLEAND METHOD | BLOC D'ALIMENTATION POUR DEMARRAGE DE SECOURS INTEGRE POUR VEHICULE ET PROCEDE ASSOCIE | NaN | VALDEVIT, RICHARD, MANCINI, ANTONIO, TABAH, GARY, MERCURIO, VINCE | NaN | 2019-09-05 | PRAXIS | English | EZBOOSTR INC. | CA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\nWHAT IS CLAIMED IS:\n1. A device for providing additional\nelectrical\npower to an engine\n5 powered\nvehicle\ncomprising a\nvehicle\nbattery\nand an alternator, the device\ncomprising:\nan auxiliary\nbattery\nfor being mounted to the\nvehicle\nto be\nmaintained therewith during driving of the\nvehicle\n, the auxiliary\nbattery\nbeing\npositioned and maintained in\nelectrical\ncommunication with the\nvehicle\nbattery\n10 during driving of the\nvehicle\n,\nwherein the auxiliry\nbattery\nprovides for supplying additional\nelectrical\npower for starting the engine when the\nvehicle\nbattery\nis depleted\nand/or\nfor recharging the\nvehicle\nbattery\nto avoid depletion thereof.\n15 2. A device according to claim 1, wherein the auxiliary\nbattery\nis\npositioned within the\nvehicle\nand maintained within the\nvehicle\n.\n3. A device according to any one of claims 1 or 2, further comprising\na cable in\nelectrical\ncommunication with the auxiliary\nbattery\nfor being\npositioned\n20 and maintained in\nelectrical\ncommunication with the\nvehicle\nbattery\nduring driving of\nthe\nvehicle\nto provide the\nelectrical\ncommunication between the auxiliary\nbattery\nand the\nvehicle\nbatter.\n4. A device according to claim 3, wherein the cable is positioned\n25 and maintained in\nelectrical\ncommunication with the alternator to\nreceive\nelectrical\npower therefrom during driving of the\nvehicle\nfor recharging thereof.\n5. A device according to 3, wherein the cable is in\nelectrical\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n26\ncommunication with the alternator via a ground connection.\n6. A device according to claim 5, wherein the ground connection is\nprovided by a removable fastener.\n7. A device according to any one of claims 1 to 6, wherein the\nvehicle\nbattery\nprovides for replenishing the auxiliary\nbattery\nwith\nelectrical\npower\nduring driving of the\nvehicle\n.\n8. A device according to any one of claims 3 to 5, wherein the cable\nis fastened to the\nvehicle\nbattery\n.\n9. A device according to any one of claims 1 to 6, further comprising\na housing for housing the auxiliary\nbattery\ntherein.\n10. A device according to claim 9, wherein the housing comprises\na connector for providing\nelectrical\ncommunication with the auxiliary\nbattery\n.\n11. A device according to any one of claims 9 or 10, wherein the\nhousing comprises water-resistant material.\n12 A device according to any one of claims 1 to 9, further\ncomprising a heating element in communication with the auxiliary\nbattery\nfor\nheating\nthereof, a heating element controller in communication with the heating\nelement for\ncontrol thereof and an ambient temperature sensor for detecting the ambient\ntemperature and being in communication with the heating element controller,\nthe\nheating element controller providing for modulating the heating element to\nselectively provide heat to the auxiliary\nbattery\nbased on the detected\nambient\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n_\n27\ntemperature.\n13. A device according to any one of claims 1 to 12, further\ncomprising:\na controller comprising a processor and an associated memory of\nprocessor executable code that when executed provides the controller to\nperform\ncomputer implementable steps, the controller being in communication with the\nauxiliary\nbattery\n; and\na user interface in communication with the controller.\n14. A device according to claim 13, wherein the controller is in\noperative communication with the auxiliary\nbattery\n, the user interface\nproviding a\nuser to selectively modulate\nelectrical\npower supply from the auxiliary\nbatten/ via\ncommands transmitted to the controller.\n15. A device according to any one of claims 13 or 14, wherein the\ncontroller performs the computer implementable steps of:\nidentifying a real-time amount of\nelectrical\npower stored in the\nauxiliary\nbattery\n;\nand communicating the real-time amount of\nelectrical\npower stored\nto a user via the user interface.\n16. A device according to claim 15, further comprising an auxiliary\nbattery\nsensor in communication with the auxiliary\nbattery\nand the controller\nfor\ndetecting the real-time amount of\nelectrical\npower stored in the auxiliary\nbattery\nand\nfor transmitting the detected amount to the controller.\n17. A device according to any one of claims 13 to 16, wherein the\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n28\ncontroller performs the computer implementable steps of:\nidentifying a condition status of the auxiliary\nbattery\n; and\ncommunicating the condition status of the auxiliary\nbattery\nto the\nuser via the user interface.\n18. A device according to any one of claims 13 to 17, wherein the\ncontroller is positioned in and configured for operative communication with\nthe\nvehicle\nbattery\n.\n19. A device according to 18, wherein the controller performs the\ncomputer implementable steps of:\nidentifying the amount of\nelectrical\npower stored in the\nvehicle\nbattery\n;\ncommunicating the real-time amount of\nelectrical\npower stored to a\nuser via the user interface.\n20. A device according to claim 19, further comprising a\nvehicle\nbattery\nsensor in communication with the\nvehicle\nbattery\nand the controller\nfor\ndetecting the real-time amount of\nelectrical\npower stored in the\nvehicle\nbattery\nand\nfor transmitting the detected amount to the controller.\n21. A device according to any one of claims 13 to 20, wherein the\ncontroller performs the computer implementable steps of:\nidentifying a condition status of the\nvehicle\nbattery\n; and\ncommunicating the condition status of the\nvehicle\nbattery\nto the user\nvia the user interface.\n22. A device according to any one of claims 13 to 21, further\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n29\ncomprising an ambient temperature sensor in communication with the controller\nfor\ndetecting the ambient temperature and transmitting the detected ambient\ntemperature to the controller.\n23. A device according to claim 20, further comprising a heating\nelement in operational communication with the auxiliary\nbattery\nfor providing\nheating\nthereto and in operational communication with the controller, the controller\nperforming the computer implementable step of:\nmodulating the heating element to selectively provide heat to the\n.. auxiliary\nbattery\nbased on the ambient temperature.\n24. A device according to any one of claims 21 or 23, wherein the\ncontroller performs the computer implementable step of:\ncommunicating the ambient temperature to the user via the user\n.. interface.\n25. A device according to claim 22, further comprising a heating\nelement in operational communication with the auxiliary\nbattery\nfor providing\nheating\nthereto and in operational communication with the controller, wherein the\ncontroller\nperforms the computer implementable step of:\ncommunicating the ambient temperature to the user via the user\ninterface for providing the user to selectively modulate the heating element\nto\nselectively provide heat to the auxiliary\nbattery\nvia the controller by way of\nuser\ncommands.\n26. A device according to any one of claims 11 to 23, further\ncomprising an additional condition detecting instrument for detecting a pre-\ndetermined condition, the additional condition detecting instrument being in\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\noperational communication with the controller for providing thereto the\ndetected\ncondition.\n27. A device in accordance with claim 26, wherein the controller\n5 communicates the detected condition to the user via the user interface.\n28. A device according to any one of claim 22 to 27, wherein the\nadditional condition detecting instrument is selected from the group\nconsisting of a\nmotion detector, a GPS, an ambient sound detector, a data input for a\nvehicle\n10 integrated computer, a moisture sensor and any combination thereof.\n29. A device according to any one of claims 13 to 28, wherein the\ncontroller and user interface are integrated in a handheld mobile unit.\n15 30. A device according to any one of claims 13 to 28, wherein\nthe\ncontroller is positioned within the\nvehicle\nand the user interface being\nintegrated into\na remote device.\n31. A device according to any one of claims 13 to 28, wherein the\n20 controller comprises an assembly, the assembly comprising a plurality of\nprocessors, one processor being positioned within the\nvehicle\nanother\nprocessor\nbeing integrated into a remote device.\n32. A device according to claim 31, wherein the user interface is\n25 .. integrated into the remote device.\n33. A device according to claim 32, wherein the remote device\ncomprises a handheld unit.\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n31\n34. A device according to any one of claims 13 to 33, further\ncomprising at least one supplemental instrument in operative communication\nwith\nan element selected from the group consisting of: the auxiliary\nbattery\n, the\nvehicle\nbattery\n, the alternator, a\nvehicle\ncomputer, one or more\nvehicle\ncomponents\nand\nany combination thereof.\n35. A device according to claim 34, wherein the controller is in\noperative communication with the element and performs the computer\nimplementable step of:\nmodulating the element in accordance with a status condition.\n36. A system for monitoring and/or modulating a plurality of devices\naccording to claims 13 to 35, wherein the system comprises:\na master controller in communication with the controller of each of\nthe devices for receiving identified information therefrom; and\na system interface for communicating the identified information to a\nsystem user.\n37. A method for providing additional\nelectrical\npower to an engine\npowered\nvehicle\ncomprising a\nvehicle\nbattery\nand an alternator, the method\ncomprising:\ninstalling an auxiliary\nbattery\nwithin the\nvehicle\nto be maintained\ntherein during driving of the\nvehicle\n; and\nproviding\nelectrical\ncommunication between the auxiliary\nbattery\nand the\nvehicle\nbattery\nduring driving of the\nvehicle\n,\nsupplying additional\nelectrical\npower from the auxiliary batter for\nstarting the engine when the\nvehicle\nbattery\nis depleted and/or for recharging\nthe\nvehicle\nbattery\nto avoid depletion.\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n32\n38. A method according to claim 37, further comprising:\nreplenishing the auxiliary\nbattery\nwith\nelectrical\npower from the alternator\nwhen\ndriving the car and or from the\nvehicle\nbatter when driving the car.\n39. A method according to any one of claims 37 or 38, further\ncomprising:\ndetecting a real-time condition status of the auxiliary\nbattery\nand/or\nthe\nvehicle\nand communicating the real-time condition to a remote user in real-\ntime.\n40. A method according to any one of claims 37 to 39, further\ncomprising modulating heating of the auxiliary\nbattery\nbased on ambient\ntemperature.\nSUBSTITUTE SHEET (RULE 26) | 62/727,346 | United States of America | 2018-09-05 | L'invention concerne un dispositif conçu pour délivrer une puissance électrique supplémentaire à un véhicule motorisé comprenant une batterie de véhicule et un alternateur, le dispositif comportant une batterie auxiliaire. La batterie auxiliaire est installée ou montée dans le véhicule et maintenue dans celui-ci pendant la conduite du véhicule. Une communication électrique est établie entre la batterie auxiliaire et la batterie du véhicule. La batterie auxiliaire permet de délivrer une puissance électrique supplémentaire destinée à faire démarrer le moteur lorsque la batterie du véhicule est épuisée et/ou à recharger la batterie du véhicule afin d'éviter son épuisement. | True |
| 3 | Patent 2427868 Summary - Canadian Patents Database | CA 2427868 | NaN | SYSTEM AND METHOD FOR CONTROLLINGELECTRICLOAD ANDBATTERYCHARGE IN AVEHICLE | SYSTEME ET METHODE DE COMMANDE DE LA CHARGE ELECTRIQUE ET DU CHARGEMENT D'UNE BATTERIE DANS UN VEHICULE | NaN | JABAJI, ISSAM, JABAJI, SHADI | 2007-03-06 | 2003-05-05 | CASSAN MACLEAN IP AGENCY INC. | English | C.E. NIEHOFF & CO. | WHAT IS CLAIMED IS:\n1. A system for monitoring\nvehicle\nelectrical\nload and controlling\nbattery\ncharge\ncomprising:\na generator\nelectrically\ncoupled with a\nvehicle\nelectrical\nsystem;\na\nbattery\nelectrically\ncoupled with the\nvehicle\nelectrical\nsystem via a\nbattery\ndisconnect switch; and\na control circuit in communication with the\nbattery\ndisconnect switch, wherein\nthe control circuit is configured to control the\nbattery\ndisconnect switch to\ndisconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem when a voltage output of the\ngenerator is below\na desired threshold, and wherein the control circuit is configured to control\nthe\nbattery\ndisconnect switch to reconnect the\nbattery\nto the\nvehicle\nelectrical\nsystem\nwhen a voltage of\nthe\nbattery\nis above a desired\nbattery\nvoltage threshold, and wherein the\ncontrol circuit is\nconfigured to regulate a\nbattery\ncharging voltage with excess generator\ncapacity while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n2. The system of claim 1, wherein the control circuit further comprises a\nbattery\ncharging circuit.\n3. The system of claim 1, wherein the generator comprises an alternator.\n4. The system of claim 1, wherein the control circuit comprises a ripple\nfilter.\n5. The system of claim 2, wherein the\nbattery\ncharging circuit comprises a\nsilicon\ncontrolled rectifier.\n6. The system of claim 2, wherein the control circuit is configured to adjust\na rate\nof\nbattery\nrecharge via the\nbattery\ncharging circuit.\n7. The system of claim 5, wherein the control circuit is configured to\nautomatically\nadjust a duty cycle of the silicon controlled rectifier to adjust a rate of\nbattery\nrecharge.\n- 15 -\n8. The system of claim 7, wherein the control circuit comprises a voltage\nsense input\nand wherein the control circuit is configured to adjust the duty cycle of the\nsilicon controlled\nrectifier in response to a generator voltage detected at the voltage sense\ninput.\n9. A control circuit for controlling a rate of recharge of a\nbattery\nin a\nvehicle\nelectrical\nsystem, wherein the\nvehicle\nelectrical\nsystem is powered by an\nalternator during\nvehicle\noperation, the control circuit comprising:\na\nbattery\ndisconnect switch disposed between the\nbattery\nand the\nvehicle\nelectrical\nsystem operable to\nelectrically\ndisconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem;\na\nbattery\ncharging circuit in\nelectrical\ncommunication with the\nbattery\nand\nthe\nalternator;\na processor in communication with the\nbattery\ndisconnect switch and the\nbattery\ncharging circuit; and\nprogramming code operable on the processor to disconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem with the\nbattery\ndisconnect switch in response to an\nalternator\nvoltage output below a threshold value, and to control a recharge rate for the\nbattery\nwith the\nbattery\ncharging circuit while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n10. The control circuit of claim 9, wherein the\nbattery\ncharging circuit\ncomprises a\nsilicon controlled rectifier.\n11. The control circuit of claim 9, wherein the\nbattery\ndisconnect switch\ncomprises\na relay.\n12. The system of claim 9, wherein the control circuit further comprises a\nripple filter\nhaving an input coupled to the alternator voltage output and an output coupled\nto the\nvehicle\nelectrical\nsystem, wherein a ripple voltage of the alternator voltage output\nis reduced when\nthe\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n13. A method for controlling\nelectric\nload and\nbattery\ncharge in a\nvehicle\nelectrical\nsystem, the method comprising:\n(a) disconnecting a rechargeable source of stored energy from the\nvehicle\n- 16 -\nelectrical\nsystem if a voltage at the\nvehicle\nelectrical\nsystem falls below\na first threshold;\n(b) controllably charging the rechargeable source of stored energy with\nenergy from a generator in the\nvehicle\nelectrical\nsystem such that an\noperating voltage of the\nvehicle\nelectrical\nsystem remains above an\noperating voltage threshold; and\n(c) reconnecting the rechargeable source of stored energy to the\nvehicle\nelectrical\nsystem when a voltage at the rechargeable source of stored\nenergy is above a desired voltage threshold, wherein the\nvehicle\nelectrical\nsystem operates with energy from the generator while the rechargeable\nsource of stored energy is disconnected and being recharged.\n14. The method of claim 13, wherein (a) comprises sensing an output voltage of\nthe\ngenerator, comparing the output voltage of the generator to the first\nthreshold, and operating\na relay to disconnect the rechargeable source of stored energy if the sensed\noutput voltage\nof the generator is less than the first threshold.\n15. The method of claim 13, wherein (b) further comprises controllably\ncharging the\nrechargeable source of stored energy by adjusting a duty cycle of a switchable\ndevice\nconnecting the rechargeable source of stored energy to the generator.\n16. The method of claim 15 wherein the switchable device comprises a silicon\ncontrolled rectifier.\n17. The method of claim 13, wherein the rechargeable source of stored energy\ncomprises a\nbattery\n.\n18. The method of claim 13, wherein (b) further comprises signalling a warning\nto\na\nvehicle\noperator while the source of stored energy is disconnected from the\nvehicle\nelectrical\nsystem.\n19. The method of claim 13, wherein (c) further comprises reconnecting the\nrechargeable source of stored energy to the\nvehicle\nelectrical\nsystem when a\nvoltage at the\n- 17 -\nrechargeable source of stored energy is maintained at a different voltage\nlevel than the\noperating voltage of the\nvehicle\nelectrical\nsystem above a desired voltage\nthreshold.\n20. The method of claim 13, wherein the generator comprises an alternator\nhaving a\nthree phase AC output and (b) further comprises controllably charging the\nsource of stored\nenergy with at least one phase of the three phase AC output of the alternator.\n21. The system of claim 2, wherein the control circuit is adapted to\nswitchably\nconnect a trickle charge line in communication with the\nbattery\nto power\nproduced by the\ngenerator while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n22. The system of claim 3, wherein the alternator comprises a three phase\nalternator\nand the control circuit further comprises a\nbattery\ncharging circuit\nswitchably connecting a\ntrickle charge line in communication with the\nbattery\nto a single phase output\nof the three\nphase alternator.\n23. The system of claim 4, wherein the ripple filter comprises an input\ncoupled to the\nvoltage output of the generator and an output coupled to the\nvehicle\nelectrical\nsystem,\nwherein a ripple voltage of the voltage output is controlled when the\nbattery\nis disconnected\nfrom the\nvehicle\nelectrical\nsystem.\n24. The system of claim 23, wherein the ripple voltage is reduced when the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n25. A control circuit for controlling a rate of recharge of a\nbattery\nin a\nvehicle\nelectrical\nsystem and maintaining separate load and trickle charge voltage\nlevels, wherein\nthe\nvehicle\nelectrical\nsystem is powered by a generator during\nvehicle\noperation, the control\ncircuit comprising:\na\nbattery\ndisconnect switch disposed between the\nbattery\nand the\nvehicle\nelectrical\nsystem operable to\nelectrically\ndisconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem and\nto reconnect the\nbattery\nto the\nvehicle\nelectrical\nsystem;\na\nbattery\ncharging circuit in\nelectrical\ncommunication with the\nbattery\nand\nthe\ngenerator;\n- 18 -\na processor in communication with the\nbattery\ndisconnect switch and the\nbattery\ncharging circuit; and\nprogramming code operable on the processor to disconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem with the\nbattery\ndisconnect switch in response to a\ngenerator\nvoltage output below a threshold value, to control a recharge rate for the\nbattery\nwith the\nbattery\ncharging circuit while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem,\nand to reconnect the\nbattery\nto the\nvehicle\nelectrical\nsystem in when the\ngenerator voltage\noutput is above the threshold value.\n26. The system of claim 25, wherein the generator comprises an alternator.\n27. The system of claim 26, wherein the control circuit further comprises a\nripple\nfilter.\n28. The system of claim 27, wherein the ripple filter comprises an input\ncoupled to\nthe alternator voltage output and an output coupled to the\nvehicle\nelectrical\nsystem, wherein\na ripple voltage of the alternator output voltage is controlled when the\nbattery\nis\ndisconnected from the\nvehicle\nelectrical\nsystem.\n-19- | 10/140,901 | United States of America | 2002-05-07 | Un dispositif de charge et un appareil de chargement d'une batterie d'un système de véhicule électrique débranchent de façon contrôlée une batterie ou une autre source d'énergie stockée du système électrique quand l'état de la batterie entraîne la tension du système sous une valeur seuil désirée. Le dispositif filtre la tension d'ondulation de la génératrice pendant le fonctionnement sans batterie pour maintenir une tension d'ondulation acceptable. Le dispositif de chargement et de commande de chargement d'une batterie recharge la batterie qui est débranchée du système électrique du véhicule à une tension contrôlée indépendante de la tension du système électrique du véhicule. Le dispositif de chargement et de commande de batterie contrôle la recharge de la batterie de sorte à éviter de surcharger le système électrique du véhicule puis rebranche la batterie au système électrique du véhicule lorsque la tension de la batterie a atteint une valeur seuil minimum. | True |
| 4 | Patent 2781513 Summary - Canadian Patents Database | CA 2781513 | NaN | BATTERYEXCHANGING-TYPE CHARGING STATION SYSTEM FORELECTRICVEHICLE | SYSTEME DE STATION DE CHARGEMENT DE TYPE A ECHANGE DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | PARK, JUN SEOK, KIM, WON-KYU, PARK, HEE-JEING, MOON, HEE SEOK, CHOI, WOONGCHUL, JEONG, JAYIL, YU, CHI MAN, JUNG, DO YANG, SHIN, YONG-HARK, PARK, JAE-HONG | 2015-11-24 | 2012-06-22 | GOWLING WLG (CANADA) LLP | English | KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION | WHAT IS CLAIMED IS:\n1. A\nbattery\nexchanging type charging station system for an\nelectric\nvehicle\n,\ncomprising:\na charging type\nbattery\ninstalled on a\nbattery\nmounting module of the\nelectric\nvehicle\n;\na charging station body formed with a structure in which the\nelectric\nvehicle\nfreely enters\nand exits and including a\nbattery\nloading unit for receiving the\nbattery\n;\na\nbattery\nreplacing robot mounted in the charging station body to perform a\nbattery\nreplacement operation; and\na charging station control unit to control the\nbattery\nreplacing robot such\nthat the\nbattery\nreplacement operation is performed by controlling the\nbattery\nreplacing robot;\nwherein the charging station body is configured to include a vertical body\nextending in a\nvertical direction and coming in contact with a road, and a horizontal body\nextending in a\nhorizontal direction from a top portion of the vertical body toward the road.\n2. The\nbattery\nexchanging type charging station system according to claim 1,\nfurther\ncomprising a communication module configured to receive reservation\ninformation on\nbattery\nreplacement from the\nelectric\nvehicle\nand provide confirmation information on\nwhether the\nreplacement is possible.\n3. The\nbattery\nexchanging type charging station system according to claim 1,\nwherein\nthe charging station body includes a protection guide configured to seal the\nbattery\nmounting module with a built-in\nbattery\nwhen the\nelectric\nvehicle\nenters the\ncharging station\nbody, in order to avoid ill effects according to changes in an external\nenvironment when\nreplacing the\nbattery\n.\n26\n4. The\nbattery\nexchanging type charging station system according to claim 3,\nwherein\nthe protection guide is configured with a corrugate tube that is folded toward\nthe\nbattery\nmounting module from a state in which the\nbattery\nis mounted inside the\ncharging station body\nwhen the\nbattery\nis being replaced and that is unfolded to an original\nposition after the\nbattery\nis\nreplaced.\n5. The\nbattery\nexchanging type charging station system according to claim 3,\nwherein a\nbottom of the horizontal body is provided with at least one outlet for\nejecting the\nbattery\n, and the\noutlet includes the protection guide.\n6. The\nbattery\nexchanging type charging station system according to claim 5,\nwherein\nthe\nbattery\nloading unit is configured to have any one of a stacked storage\nrack type\nincluded in the vertical body in which a plurality of\nbatteries\nare arranged\nso as to be formed in a\nline at the left and right sides and the\nbatteries\nare again stacked over the\nupper side of the line in\na multi-layer structure, a parallel storage rack type in which the plurality\nof\nbatteries\nare stored in\nevery direction of the horizontal body, and a mixed storage rack type\nincluding the stacked\nstorage rack type and the parallel storage rack type.\n7. The\nbattery\nexchanging type charging station system according to claim 1,\nfurther\ncomprising:\na\nvehicle\nstop position guide unit configured to guide a stop position of the\nelectric\nvehicle\nthat enters the charging station body to correspond to a\nbattery\nexchanging position.\n8. The\nbattery\nexchanging type charging station system according to claim 3,\nwherein\nthe\nbattery\nmounting module includes a\nbattery\nseating base on which the\nbattery\nis\nseated and having a terminal unit which\nelectrically\nconnects the\nbattery\n, a\nplurality of fixing\n27\nunits which fix the\nbattery\nto the\nbattery\nseating base, and a mounting module\ndoor installed to\nseal a portion of the\nbattery\nseating base and opened when the\nbattery\nis\nbeing replaced.\n9. The\nbattery\nexchanging type charging station system according to claim 8,\nwherein\nthe\nbattery\nmounting module further includes a plurality of position decision\nmembers\ninserted in guide holes formed in the\nbattery\nsuch that the\nbattery\nis\naccurately placed on the\nbattery\nseating base, and the\nbattery\nfixing unit is installed at the edge of\nthe\nbattery\nseating base\nand configured to include a locking hook for fixing the\nbattery\nand an elastic\nmember for\nmaintaining the fixed state by applying an elastic force to the locking hook.\n10. The\nbattery\nexchanging type charging station system according to claim 8,\nwherein\nthe mounting module door is configured as a structure in which the protection\ncover is\nclosed and opened at the inner space surrounded by the protection guide such\nthat the\nbattery\nis\nnot exposed to the external environment when the\nbattery\nis being replaced.\n11. The\nbattery\nexchanging type charging station system according to any one\nof claims\n1 to 10, wherein the\nbattery\nreplacing robot includes:\na\nbattery\ntransporting and mounting robot that removes a discharged\nbattery\nmounted in\nthe\nbattery\nmounting module and then transports a fully charged\nbattery\n, which\nis ejected from\nthe\nbattery\nloading unit, and mounts the fully charged\nbattery\non the\nbattery\nmounting module;\nand\na\nbattery\nejecting and loading robot that ejects the fully charged\nbattery\nstored in the\nbattery\nloading unit and then provides the fully charged\nbattery\nto the\nbattery\ntransporting and\nmounting robot, or receives the discharged\nbattery\nfrom the\nbattery\ntransporting and mounting\nrobot, and then loads the discharged\nbattery\ninto the\nbattery\nloading unit.\n28\n12. The\nbattery\nexchanging type charging station system according to claim 11,\nwherein\nthe\nbattery\ntransporting and mounting robot includes a fixed rail installed at\nthe upper\nportion of the charging station body, a transporting rail installed to be\nmoved in a direction\northogonal to the fixed rail, an elevating rail installed to be moved along\nthe longitudinal\ndirection of the transporting rail, or in a direction orthogonal to the\ntransporting rail, and a\nclamping unit installed at the bottom of the elevating rod to perform locking\nand unlocking\noperations in the process of replacing the\nbattery\n.\n29 | NaN | NaN | NaN | Linvention a trait à un système de station de charge de type échange de batterie pour véhicule électrique qui permet un échange rapide et sûr de la batterie dun véhicule. Ledit système comprend une batterie rechargeable installée dans un module de fixation de batterie dun véhicule électrique, un corps de station de charge formé dune structure dans laquelle le véhicule électrique entre et sort librement et qui comprend une unité de chargement de batterie pour recevoir cette dernière, un robot de remplacement de batterie monté dans le corps de station de charge pour exécuter une opération de remplacement de batterie et une unité de commande de station de charge pour commander ledit robot de manière que lopération de remplacement de la batterie soit effectuée en commandant le robot. | True |
| 5 | Patent 2866944 Summary - Canadian Patents Database | CA 2866944 | NaN | POWER SYSTEM OF HYBRIDELECTRICVEHICLE, HYBRIDELECTRICVEHICLECOMPRISING THE SAME AND METHOD FOR HEATINGBATTERYGROUP OF HYBRIDELECTRICVEHICLE | SYSTEME D'ALIMENTATION DE VEHICULE ELECTRIQUE HYBRIDE, VEHICULE ELECTRIQUE HYBRIDE COMPRENANT LEDIT SYSTEME D'ALIMENTATION ET PROCEDE DE CHAUFFAGE DE GROUPE BATTERIE DE VEHICULE E LECTRIQUE HYBRIDE | NaN | CHEN, LIQIANG, WANG, HONGJUN, XIE, SHIBIN | NaN | 2013-05-22 | DALE & LESSMANN LLP | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A power system of a hybrid\nelectric\nvehicle\n, comprising:\na\nbattery\ngroup;\na\nbattery\nheater, connected with the\nbattery\ngroup and configured to charge\nand discharge the\nbattery\ngroup to heat the\nbattery\ngroup;\na\nbattery\nmanagement device, connected with the\nbattery\ngroup and the\nbattery\nheater\nrespectively, and configured to: if a temperature of the\nbattery\ngroup is\nlower than a first heating\nthreshold and a residual\nelectric\nquantity of the\nbattery\ngroup is larger than\na running\nelectric\nquantity threshold, control the\nbattery\nheater to heat the\nbattery\ngroup with\na first power when the\nhybrid\nelectric\nvehicle\nis in an\nelectric\nvehicle\nmode, and heat the\nbattery\ngroup with a second\npower when the hybrid\nelectric\nvehicle\nis in a hybrid\nelectric\nvehicle\nmode,\nwherein the second\npower is larger than the first power;\nan\nelectric\ndistribution box, configured to distribute a voltage output by the\nbattery\ngroup;\nan engine;\na motor;\na motor controller, connected with the motor and the\nelectric\ndistribution box\nrespectively,\ncomprising a first input terminal, a second input terminal and a pre-charging\ncapacitor connected\nbetween the first input terminal and the second input terminal, and configured\nto supply power to\nthe motor according to a control command and a voltage distributed by the\nelectric\ndistribution box;\nand\nan isolation inductor, connected between the\nbattery\ngroup and the\nelectric\ndistribution box,\nwherein an inductance of the isolation inductor matches with a capacitance of\nthe pre-charging\ncapacitor.\n2. The power system of claim 1, wherein the motor comprises a first motor and\na second\nmotor, in which the first motor is connected with the engine, and the motor\ncontroller is connected\nwith the first motor, the second motor and the\nelectric\ndistribution box\nrespectively, and\nconfigured to supply power to the first motor and the second motor according\nto the control\ncommand and the voltage distributed by the\nelectric\ndistribution box\nrespectively.\n3. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto:\n28\ncontrol the\nbattery\nheater to heat the\nbattery\ngroup in a parking heating mode\nwhen the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the parking\nelectric\nquantity threshold\nbut lower than the running\nelectric\nquantity threshold, in which the running\nelectric\nquantity\nthreshold is larger than the parking\nelectric\nquantity threshold.\n4. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto: judge whether a current throttle depth change rate of the hybrid\nelectric\nvehicle\nreaches a preset\nthrottle depth change rate threshold when the hybrid\nelectric\nvehicle\nis in\nthe\nelectric\nvehicle\nmode;\nand control the\nbattery\nheater to stop heating the\nbattery\ngroup if the hybrid\nelectric\nvehicle\nis not\nin the hybrid\nelectric\nvehicle\nmode and when the current throttle depth change\nrate of the hybrid\nelectric\nvehicle\nreaches the preset throttle depth change rate threshold.\n5. The power system of claim 1, further comprising:\na heating button, connected with the\nbattery\nmanagement device, wherein the\nbattery\nmanagement device sends a heating signal to the\nbattery\nheater to control the\nbattery\nheater to heat\nthe\nbattery\ngroup when the heating button is pressed.\n6. The power system of claim 5, wherein the\nbattery\nmanagement device is\nfurther configured\nto: after controlling the\nbattery\nheater to heat the\nbattery\ngroup, if the\nheating button is pressed\nagain, judge whether an operation of pressing the heating button satisfies a\npreset condition, if yes,\ncontrol the hybrid\nelectric\nvehicle\nand/or the\nbattery\nheater according to the\ntemperature of the\nbattery\ngroup and the residual\nelectric\nquantity of the\nbattery\ngroup.\n7. The power system of claim 6, wherein\nif the temperature of the\nbattery\ngroup is lower than a first temperature\nthreshold, the\nbattery\nmanagement device indicates the\nbattery\ngroup is inhibited from being heated\nor charged and the\nhybrid\nelectric\nvehicle\nis inhibited from being driven;\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than a first\nelectric\nquantity threshold, the\nbattery\nmanagement device indicates the\nbattery\ngroup is inhibited from being\nheated or charged\nand the hybrid\nelectric\nvehicle\nis inhibited from being driven; and\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the first\nelectric\nquantity threshold, the\nbattery\nmanagement device allows the hybrid\nelectric\nvehicle\nto run under a\nlimited power.\n8. The power system of any of claims 1-7, wherein the\nbattery\nmanagement\ndevice is further\n29\nconfigured to adjust a heating power of the\nbattery\nheater according to the\ntemperature of the\nbattery\ngroup.\n9. The power system of any of claims 1-7, wherein the\nbattery\nheater\ncomprises:\na first switch module, a first terminal of the first switch module connected\nwith a first\nelectrode of the\nbattery\ngroup and the isolation inductor respectively;\na first capacitor, a first terminal of the first capacitor connected with a\nsecond terminal of the\nfirst switch module, and a second terminal of the first capacitor connected\nwith a second electrode\nof the\nbattery\ngroup;\na first inductor, a first terminal of the first inductor connected with a node\nbetween the first\nswitch module and the first capacitor; and\na second switch module, a first terminal of the second switch module connected\nwith a\nsecond terminal of the first inductor, and a second terminal of the second\nswitch module connected\nwith the second electrode of the\nbattery\ngroup,\nwherein a control terminal of the first switch module and a control terminal\nof the second\nswitch module are connected with the\nbattery\nmanagement device, and the\nbattery\nmanagement\ndevice sends the heating signal to the control terminal of the first switch\nmodule and the control\nterminal of the second switch module to control the first switch module and\nthe second switch\nmodule to turn on in turn, in which the first switch module is on when the\nsecond switch module is\noff, and the first switch module is off when the second switch module is on.\n10. The power system of claim 1, wherein the\nelectric\ndistribution box\ncomprises:\na primary contactor, configured to distribute the voltage output by the\nbattery\ngroup to a\npower consumption equipment of the hybrid\nelectric\nvehicle\n; and\na pre-contactor, connected with the first input terminal or the second input\nterminal of the\nmotor controller, and configured to charge the pre-charging capacitor under a\ncontrol of the\nbattery\nmanagement device before the motor controller controls the motor to start.\n11. A hybrid\nelectric\nvehicle\ncomprising the power system of any one of claims\n1-10.\n12. A method for heating a\nbattery\ngroup of a hybrid\nelectric\nvehicle\n,\ncomprising:\ndetecting a temperature and a residual\nelectric\nquantity of the\nbattery\ngroup;\nif the temperature of the\nbattery\ngroup is lower than a first heating\nthreshold and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a running\nelectric\nquantity threshold, judging a\nmode the hybrid\nelectric\nvehicle\nis in;\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup with a first power if\nthe hybrid\nelectric\nvehicle\nis in an\nelectric\nvehicle\nmode;\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup with a second power\nif the hybrid\nelectric\nvehicle\nis in a hybrid\nelectric\nvehicle\nmode, wherein the second\npower is higher than the\nfirst power; and\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nhybrid\nelectric\nvehicle\nis inhibited from being driven if the temperature of the\nbattery\ngroup\nis lower than the first\nheating threshold and the residual\nelectric\nquantity of the\nbattery\ngroup is\nlower than the parking\nelectric\nquantity threshold.\n13. The method of claim 12, further comprising:\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup in a parking heating\nmode when the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the parking\nelectric\nquantity threshold\nbut lower than the running\nelectric\nquantity threshold, in which the running\nelectric\nquantity\nthreshold is larger than the parking\nelectric\nquantity threshold.\n14. The method of claim 12, further comprising\njudging whether a current throttle depth change rate of the hybrid\nelectric\nvehicle\nreaches a\npreset throttle depth change rate threshold when the hybrid\nelectric\nvehicle\nis in the\nelectric\nvehicle\nmode; and\ncontrolling the\nbattery\nheater to stop heating the\nbattery\ngroup if the hybrid\nelectric\nvehicle\nis\nnot in the hybrid\nelectric\nvehicle\nmode and when the current throttle depth\nchange rate of the\nhybrid\nelectric\nvehicle\nreaches the preset throttle depth change rate\nthreshold.\n15. The method of claim 12, further comprising:\njudging whether a heating button is pressed;\nif yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup; and\nif no, indicating the\nbattery\ngroup is inhibited from being heated or charged\nand the hybrid\nelectric\nvehicle\nis inhibited from being driven.\n16. The method of claim 15, further comprising:\nif the heating button is pressed again, judging whether an operation of\npressing the heating\nbutton again satisfies a preset condition, and if yes, controlling the hybrid\nelectric\nvehicle\nand/or\nthe\nbattery\nheater according to the temperature of the\nbattery\ngroup and the\nresidual\nelectric\nquantity of the\nbattery\ngroup.\n31\n17. The method of claim 12, further comprising:\nif the temperature of the\nbattery\ngroup is lower than a first temperature\nthreshold, indicating\nthe\nbattery\ngroup is inhibited from being heated or charged and the hybrid\nelectric\nvehicle\nis\ninhibited from being driven;\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than a first\nelectric\nquantity threshold,\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nhybrid\nelectric\nvehicle\nis inhibited from being driven; and\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the first\nelectric\nquantity threshold,\nallowing the hybrid\nelectric\nvehicle\nto run under a limited power.\n18. The method of claim 12, further comprising:\nadjusting a heating power of the\nbattery\nheater according to the temperature\nof the\nbattery\ngroup.\n19. The method of claim 12, further comprising:\ncalculating a current temperature of the\nbattery\ngroup and a current residual\nelectric\nquantity\nof the\nbattery\ngroup;\ncalculating a maximum output power of the\nbattery\ngroup according to the\ncurrent\ntemperature of the\nbattery\ngroup and the current residual\nelectric\nquantity of\nthe\nbattery\ngroup; and\ncontrolling the hybrid\nelectric\nvehicle\nto run under a limited power according\nto the\nmaximum output power of the\nbattery\ngroup.\n20. The method of claim 12, further comprising: controlling the\nbattery\nheater\nto stop heating\nthe\nbattery\ngroup when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than the first heating\nthreshold;\na temperature of any single\nbattery\nin the\nbattery\ngroup is higher than a\nsecond heating\nthreshold, wherein the second heating threshold is larger than the first\nheating threshold; and\na continuous heating time of the\nbattery\nheater is larger than a heating time\nthreshold.\n32 | 201210160624.0 | China | 2012-05-22 | Cette invention concerne un système d'alimentation d'un véhicule électrique hybride, un véhicule électrique hybride comprenant ledit système d'alimentation et un procédé de chauffage du groupe batterie (101) du véhicule électrique hybride. Ledit système d'alimentation comprend un groupe batterie (101), un chauffe-batterie (102) relié audit groupe batterie (101) et un dispositif de gestion de batterie (103) conçu pour commander le chauffe-batterie (102) afin qu'il chauffe le groupe batterie (101) à une première puissance ou à une seconde puissance quand le véhicule électrique hybride fonctionne en mode électrique ou en mode électrique hybride si la température du groupe batterie (101) est inférieure à un premier seuil de chauffage prédéterminé et une quantité d'électricité résiduelle du groupe batterie (101) est supérieure à un seuil de quantité électrique de stationnement. Ledit système d'alimentation comprend en outre coffret de distribution électrique (104), un moteur (702), un moteur électrique (105), un contrôleur de moteur (106) relié au moteur électrique (105) et au coffret de distribution électrique (104), respectivement, et une bobine d'induction d'isolation (L2). | True |
| 6 | Patent 3059878 Summary - Canadian Patents Database | CA 3059878 | NaN | AUXILIARY POWER SYSTEM | SYSTEME D'ALIMENTATION AUXILIAIRE | NaN | RUMBAUGH, SCOTT, DEN BESTE, WILLIAM, ORZECK, TOREN | NaN | 2018-04-11 | FASKEN MARTINEAU DUMOULIN LLP | English | OX PARTNERS, LLC | Claims\nWhat is claimed is:\n1. An auxiliary power system to be mounted within a\nvehicle\n, comprising:\nan auxiliary\nbattery\n; and\ncircuitry coupled to the auxiliary\nbattery\n, the circuitry to:\ndetect a trigger event;\ncouple the auxiliary\nbattery\nto a\nvehicle\nelectrical\nsystem of a\nvehicle\nin\nresponse\nto detection of the trigger event, the auxiliary\nbattery\nto provide power to\nthe\nvehicle\nelectrical\nsystem to start an engine of the\nvehicle\n.\n2. The auxiliary power system of claim 1, wherein the auxiliary power system\nis\nmounted to or incorporated into a starter\nbattery\nof the\nvehicle\nelectrical\nsystem.\n3. The auxiliary power system of claim 1, wherein the circuitry is further to:\ndetermine if a voltage of the auxiliary\nbattery\nor a charge of the auxiliary\nbattery\nis below\na threshold value; and\ncharge the auxiliary\nbattery\nfrom the\nvehicle\nelectrical\nsystem in response to\na\ndetermination that the voltage of the auxiliary\nbattery\nor the charge of the\nauxiliary\nbattery\nis\nbelow the threshold value.\n4. The auxiliary power system of claim 1, wherein the circuitry is further to\nidentify the\ntrigger event based on a wireless communication received from a remote device\nvia wireless\ncommunication.\n5. The auxiliary power system of claim 1, wherein the circuitry is further to:\nmeasure one or more characteristics of the\nvehicle\nelectrical\nsystem; and\ntransmit indications of at least some of the one or more characteristics to a\nremote device\nvia wireless communication.\n42\n6. The auxiliary power system of 5, wherein the one or more characteristics\ninclude an\ninternal resistance of a starter\nbattery\nof the\nvehicle\nelectrical\nsystem or a\nvoltage of the starter\nbattery\n, and wherein the circuitry is further to:\ndetermine whether the internal resistance of the starter\nbattery\nor the\nvoltage of the starter\nbattery\nis within an acceptable range; and\ntransmit, to the remote device via wireless communication, an indication that\nthe starter\nbattery\nhas been drained, might fail, or should be replaced in response to a\ndetermination that the\ninternal resistance of the starter\nbattery\nor the voltage of the starter\nbattery\nis outside of the\nacceptable range.\n7. The auxiliary power system of claim 5, wherein the one or more\ncharacteristics\ninclude a current draw from the starter\nbattery\n, wherein the circuitry is\nfurther to:\ndetermine whether the current draw is within an expected range; and\ntransmit, to the remote device via wireless communication, an indication that\nthe current\ndraw is outside of the expected range in response to a determination that the\ncurrent draw is\noutside of the expected range.\n8. The auxiliary power system of claim 1, further comprising a thermoelectric\ndevice\ncoupled to the circuitry, the thermoelectric device to adjust a temperature of\nthe auxiliary\nbattery\n,\nwherein the circuitry is further to:\ndetect the temperature of the auxiliary\nbattery\n;\ndetermine whether the temperature of the auxiliary\nbattery\nis within a certain\nrange; and\nactivate the thermoelectric device to adjust the temperature of the auxiliary\nbattery\nto be\nwithin the certain range in response to a determination that the temperature\nof the auxiliary\nbattery\nis outside of the certain range.\n9. The auxiliary power system of claim 1, further comprising:\na sealed case that encloses the auxiliary\nbattery\nand the circuitry, the\nsealed case to isolate\nthe auxiliary\nbattery\nand the circuitry from an external environment; and\na mounting mechanism to mount the sealed case to the starter\nbattery\n, the\nmounting\n43\nmechanism to mount the sealed case to a hold-down mechanism for the starter\nbattery\n.\n10. The auxiliary power system of claim 1, wherein the trigger event includes\nan\nactivation of an on-board trigger switch, a failing start attempt, or a failed\nstart attempt.\n11. The auxiliary power system of claim 1, wherein the circuitry is further\ncoupled to a\ncomputer system of the\nvehicle\n.\n12. The auxiliary power system of claim 11, wherein the circuitry is further\nto:\ndetermine that the engine of the\nvehicle\nis operating based on information\nfrom the\ncomputer system;\ndetermine whether the starter\nbattery\nis being charged when the engine of the\nvehicle\nis\noperating; and\ntransmit, to a remote device via wireless communication, an indication that an\nalternator\nof the\nvehicle\nhas failed in response to a determination that the starter\nbattery\nis not being\ncharged.\n13. A method, comprising:\ndetecting, by an auxiliary power system mounted within a\nvehicle\n, a trigger\nevent; and\ncoupling, by the auxiliary power system, an auxiliary\nbattery\nof the auxiliary\npower\nsystem to a\nvehicle\nelectrical\nsystem of the\nvehicle\n, the auxiliary\nbattery\nproviding power to the\nvehicle\nelectrical\nsystem for starting an engine of the\nvehicle\n.\n14. The method of claim 13, wherein the auxiliary power system is mounted to\nor\nincorporated into a starter\nbattery\nof the\nvehicle\nelectrical\nsystem.\n15. The method of claim 13, further comprising:\ndetermining, by the auxiliary power system, if a voltage of the auxiliary\nbattery\nor a\ncharge of the auxiliary\nbattery\nis below a threshold value; and\ncharging, by the auxiliary power system, the auxiliary\nbattery\nfrom the\nvehicle\nelectrical\nsystem in response to a determination that the voltage of the auxiliary\nbattery\nor the charge of the\n44\nauxiliary\nbattery\nis below the threshold value.\n16. The method of claim 13, further comprising detecting, by the auxiliary\npower\nsystem, the trigger event within a wireless communication received from a\nremote device.\n17. The method of claim 13, further comprising:\nmeasuring, by the auxiliary power system, one or more characteristics of the\nvehicle\nelectrical\nsystem; and\ntransmitting, by the auxiliary power system, indications of at least some of\nthe one or\nmore characteristics to a remote device via a wireless communication, the\nremote device to\ndisplay the at least some of the one or more characteristics.\n18. The method of claim 17, wherein the one or more characteristics includes\nan internal\nresistance of a starter\nbattery\nof the\nvehicle\nelectrical\nsystem or a voltage\nof the starter\nbattery\n,\nand wherein the method further comprises:\ndetermining, by the auxiliary power system, whether the internal resistance of\nthe starter\nbattery\nor the voltage of the starter\nbattery\nis within an acceptable range;\nand\ntransmitting, by the auxiliary power system, an indication that the starter\nbattery\nhas been\ndrained, might fail, or should be replaced to the remote device within the\nwireless\ncommunication, the indication transmitted in response to determining that the\ninternal resistance\nof the starter\nbattery\nor the voltage of the starter\nbattery\nis outside the\nacceptable range.\n19. The method of claim 17, wherein the one or more characteristics includes a\ncurrent\ndraw from the starter\nbattery\n, and wherein the method further comprises:\ndetermining, by the auxiliary power system, whether the current draw is within\nan\nexpected range; and\ntransmitting, by the auxiliary power system, an indication that the current\ndraw is outside\nof the expected range to the remote device within the wireless communication,\nthe indication\ntransmitted in response to determining that the current draw is outside of the\nexpected range.\n20. The method of claim 13, further comprising:\ndetecting, by the auxiliary power system, a temperature of the auxiliary\nbattery\n;\ndetermining, by the auxiliary power system, whether the temperature of the\nauxiliary\nbattery\nis within a certain range; and\nactivating, by the auxiliary power system, a thermoelectric device to adjust\nthe\ntemperature of the auxiliary\nbattery\nto be within the certain range in\nresponse to determining that\nthe temperature of the auxiliary\nbattery\nis outside of the certain range.\n46 | 15/488,396 | United States of America | 2017-04-14 | L'invention porte sur des appareils, des systèmes et des procédés associés à une conception de système d'alimentation auxiliaire. Selon des modes de réalisation, un système d'alimentation auxiliaire peut être monté à l'intérieur d'un véhicule ou intégré dans une batterie de démarreur du véhicule. Le système d'alimentation auxiliaire peut comprendre une batterie et un circuits auxiliaires couplés à la batterie auxiliaire et à un système électrique de véhicule du véhicule. Le système électrique de véhicule peut être utilisé pour démarrer un moteur du véhicule. Le circuit peut détecter un déclencheur et coupler la batterie auxiliaire au système électrique de véhicule en réponse à la détection du déclencheur. La batterie auxiliaire peut fournir de l'énergie au système électrique de véhicule pour démarrer le moteur du véhicule lorsque la batterie auxiliaire est couplée au système électrique de véhicule. D'autres modes de réalisation peuvent être décrits et/ou revendiqués. | True |
| 7 | Patent 2798658 Summary - Canadian Patents Database | CA 2798658 | NaN | POWER SUPPLY DEVICE FORELECTRICVEHICLE | DISPOSITIF D'ALIMENTATION EN ELECTRICITE POUR UN VEHICULE ELECTRIQUE | NaN | KAWATANI, SHINJI, NAKAYAMA, MASARU, SHOKAKU, ISAO | 2014-12-02 | 2012-12-12 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | -30-\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A power supply device for an\nelectric\nvehicle\n, which comprises a\nbattery\ncase for\naccommodating\nbattery\ncells for supplying\nelectric\npower to an\nelectric\nmotor\nof an\nelectric\nvehicle\nand which can be mounted to and detached from the\nelectric\nvehicle\n,\nwherein the power supply device further comprises\na\nbattery\ncase terminal downwardly connectible with an upwardly accessible\nvehicle\nbody terminal accommodated in a terminal base provided on a\nvehicle\nbody, and\na\nbattery\ncase mounting part provided in a base portion of said\nbattery\ncase\nfor\ndownward engagement with a\nvehicle\nbody mounting part formed at an upper\nsurface of the\nterminal base;\nthe\nvehicle\nbody mounting part is disposed at a position offset to one side of\na center\nposition with respect to the width of the\nvehicle\n; and\nthe\nbattery\ncase mounting part is disposed at an offset position in the width\nof the\nbattery\ncase and the\nbattery\ncase mounting part cooperates and fits with the\nvehicle\nbody\nmounting part when the\nbattery\ncase terminal is downwardly connected with said\nvehicle\nbody terminal.\n2. The power supply device for\nelectric\nvehicle\naccording to claim 1,\nwherein the\nvehicle\nbody mounting part is an engagement projection, the\nbattery\ncase\nmounting part is an\nengagement recess which fits to the engagement projection, and, for mutual\npositioning, the\nengagement projection and the engagement recess are provided with wall parts\nparallel to a\ndirection in which the\nbattery\ncase is mounted to and detached from the\nelectric\nvehicle\n.\n3. The power supply device for\nelectric\nvehicle\naccording to claim 2,\nwherein the terminal base is formed with a shelf protruding horizontally from\na foot\nportion of the engagement projection; and\nthe positions and shapes of the engagement projection, the engagement recess,\nand\nthe shelf are so set that a lower open end portion of the engagement recess\nmakes contact with\nan upper surface of the during installation of the\nbattery\ncase with the\nvehicle\nbody terminal\nsuch that a peak portion of the engagement projection makes contact with an\ninner surface of\nan uppermost portion of a wall part forming the engagement recess.\n-31-\n4. The power supply device for\nelectric\nvehicle\naccording to claim 3,\nwherein the\nbattery\ncase is roughly rectangular parallelopiped in general\nshape, a\nlower surface of the roughly rectangular parallelopiped being formed with an\nangled surface\nextending obliquely upward from the lower open end portion of the engagement\nrecess; and\nthe angled surface is so inclined that the angled surface is situated to\nengage the shelf\nduring installation of the\nbattery\ncase.\n5. The power supply device for\nelectric\nvehicle\naccording to claim 3,\nwherein the\nvehicle\nbody mounting part is provided at each of two positions of\nan\nupper surface of the terminal base;\nthe terminal base is provided with a second engagement part disposed between\nthe\nvehicle\nbody mounting parts; and said engagement parts protruding horizontally\nfrom an\nupper portion of the engagement projection as the\nvehicle\nbody engagement\npart.\n6. The power supply device for\nelectric\nvehicle\naccording to claim 5,\nwherein the\nengagement recess of the\nbattery\ncase includes a wall part coinciding roughly\nwith a locus of\nmovement of the upper portion of the engagement projection during installation\nof the\nbattery\ncase to said\nbattery\ncase terminal.\n7. The power supply device for\nelectric\nvehicle\naccording to any of claims\n1 to 6,\nwherein a lower surface of the\nbattery\ncase is formed with a fitting hole in\nwhich a projected\npart provided on an upper surface of the terminal base is fitted during\ninstallation of said\nbattery\ncase in said terminal base.\n8. The power supply device for\nelectric\nvehicle\naccording to any of claims\n1 to 7,\nwherein the terminal base includes an attached\nbattery\ncover, said\nbattery\ncover\ncovering opposed sides, a back face and bottom face of said\nbattery\ncase when\nsaid\nbattery\ncase is received in said terminal base. | 2012-034056 | Japan | 2012-02-20 | Un bloc de batteries comprend un logement de batterie pour recevoir les éléments de batterie pour leur montage dans un véhicule électrique et leur enlèvement de celui-ci. Le logement à batterie comprend une borne qui peut se connecter vers le bas avec une borne de châssis de véhicule dirigée vers le haut. Le montage du logement de batterie dans le véhicule électrique procure également une connexion du bloc de batteries au véhicule électrique. La base du logement de batterie et une partie montage sur le châssis du véhicule coopèrent pour aider au montage et à larrimage du logement de batterie au véhicule tout en permettant une extraction rapide de celle-ci. | True |
| 8 | Patent 2781348 Summary - Canadian Patents Database | CA 2781348 | NaN | ELECTRICVEHICLE,BATTERYCHARGING STATION,BATTERYEXCHANGING RESERVATION SYSTEM COMPRISING THE SAME AND METHOD THEREOF | VEHICULE ELECTRIQUE, STATION DE RECHARGE DE BATTERIE, SYSTEME DE RESERVATION D'ECHANGE DE BATTERIE COMPORTANT CELLE-CI ET PROCEDE CONNEXE | NaN | PARK, JUN-SEOK, KIM, WON-KYU, PARK, HEE-JEING, MOON, HEE-SEOK, CHOI, WONG-CHUL, JEONG, JAY-IL, YU, CHI-MAN, JUNG, DO-YANG, SHIN, YONG-HARK, PARK, JAE-HONG | 2015-12-01 | 2012-06-22 | BRION RAFFOUL | English | KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION | 26\nClaims\nWhat is claimed is:\n1. An\nelectric\nvehicle\ncomprising:\na power level detection unit adapted to detect a\npower level of a\nbattery\nmounted on the\nelectric\nvehicle\n;\na user input unit adapted to enable user input;\na communication unit adapted to communicate with a\nbattery\ncharging station;\na control unit adapted to determine or recommend to\nthe user a\nbattery\ncharging station, in which the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged, based on the\npower level of the\nbattery\nand a route of travel of the\nelectric\nvehicle\nand transmit a\nbattery\nexchange\nreservation command to the\nbattery\ncharging station\ndetermined by the control unit or selected by the user; and\nthe control unit is adapted to transmit information\nregarding the\nbattery\nmounted on the\nelectric\nvehicle\nto\nthe\nbattery\ncharging station and request the\nbattery\ncharging station confirm whether there exists a\nbattery\nfor mounting on the\nelectric\nvehicle\n;\nthe\nbattery\ncharging station having:\na charging station main unit provided with a\nbattery\nstorage unit;\na\nbattery\nexchange robot installed in the charging\nstation main unit and adapted to conduct a\nbattery\nexchange\ntask;\na protection guide adapted to seal a\nbattery\nmounting\nmodule mounted on top of the\nelectric\nvehicle\n; and\n27\na charging station control unit adapted to control\nthe protection guide and the\nbattery\nexchange robot to\nconduct an exchange task for the\nelectric\nvehicle\n; and\nwherein the charging station control unit is adapted\nto confirm whether a reservation has been made or not, when\nthe\nelectric\nvehicle\nenters into the charging station main\nunit, through communication with the\nelectric\nvehicle\nand\nconfirmation from a database unit; when the reservation is\nconfirmed, lower the protection guide, when the\nelectric\nvehicle\nenters, to seal the\nbattery\nmounting module, based\non reservation information; and control the\nbattery\nexchange robot so as to exchange the\nbattery\n.\n2. The\nelectric\nvehicle\nas claimed in claim 1,\nwherein the control unit is adapted to monitor a traveling\ndistance of the\nelectric\nvehicle\nbased on the\nbattery\npower\nlevel, communicate with the\nbattery\ncharging station\ncorresponding to the route of travel of the\nelectric\nvehicle\nto acquire information regarding whether the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged or not,\nand recommend the\nbattery\ncharging station, in which the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged, to the\nuser.\n3. The\nelectric\nvehicle\nas claimed in claim 1 or 2,\nwherein the control unit is adapted to provide the user\nwith a charging request message when the power level of the\nbattery\nis below a threshold.\n4. The\nelectric\nvehicle\nas claimed in claim 1 or 2,\nwherein the communication unit is adapted to communicate\nwith an external source and acquire information regarding\n28\ntraffic conditions along the route of travel, and the\ncontrol unit is adapted to calculate the traveling distance\nbased on the traffic conditions and the\nbattery\npower\nlevel.\n5. The\nelectric\nvehicle\nas claimed in claim 1 or 2,\nwherein the\nelectric\nvehicle\ncomprises an\nelectric\nbus\ntraveling along a line, the\nbattery\ncharging station is\ninstalled at a bus stop, and the control unit is adapted to\nselect the\nbattery\ncharging station, which corresponds to\nthe traveling line of the\nelectric\nbus, as a reservation\ntarget.\n6. The\nelectric\nvehicle\nas claimed in claim .1 or 2,\nwherein the\nelectric\nvehicle\ncomprises the\nbattery\nmounting\nmodule, on which the\nbattery\nis mounted, the\nbattery\nmounting module comprising the protection guide installed\non top of the\nelectric\nvehicle\nand adapted to be\nopened/closed, and the control unit is adapted to send an\nopening command to the protection guide, when entering the\nreserved\nbattery\ncharging station, to enable and control\nbattery\nexchange.\n7. An\nelectric\nvehicle\nhaving an\nelectric\nvehicle\nbattery\ncharging station comprising:\na\nbattery\nstorage unit adapted to contain a\nchargeable\nbattery\nmounted on a\nbattery\nmounting module of\nthe\nelectric\nvehicle\n;\na database unit adapted to store information\nregarding the type, amount, and charging state of the\nbattery\ncontained in the\nbattery\nstorage unit and\nreservation particulars;\na communication unit adapted to communicate with the\n29\nelectric\nvehicle\n; and\na reservation management unit adapted to extract\ninformation regarding a reservable\nbattery\nfrom the\ndatabase, to provide the\nelectric\nvehicle\nwith the\nextracted information, receive a reservation command from\nthe\nelectric\nvehicle\n, and to update reservation information\nin the database unit,\nwherein the\nelectric\nvehicle\ncomprises,\na power level detection unit adapted to detect a\npower level of a\nbattery\nmounted on the\nelectric\nvehicle\n;\na user input unit adapted to enable user input;\na communication unit adapted to communicate with a\nbattery\ncharging station;\n.a control unit adapted to determine or recommend a\nbattery\ncharging station, in which the\nbattery\nof the\nelectric\nvehicle\ncan be exchanged, to the user based on the\npower level of the\nbattery\nand a route of travel of the\nelectric\nvehicle\nand transmit a\nbattery\nexchange\nreservation command to the\nbattery\ncharging station\ndetermined by the control unit or selected by the user;\nwherein the control unit is adapted to transmit\ninformation regarding the\nbattery\nmounted on the\nelectric\nvehicle\nto the\nbattery\ncharging station and request the\nbattery\ncharging station to confirm whether there exists a\nbattery\nfor mounting on the\nelectric\nvehicle\n;\nwherein the\nelectric\nvehicle\nbattery\ncharging station\nhas:\na charging station main unit provided with the\nbattery\nstorage unit;\na\nbattery\nexchange robot installed in the charging\nstation main unit and adapted to conduct a\nbattery\nexchange\ntask;\n30\na protection guide adapted to seal the\nbattery\nmounting module mounted on top of the\nelectric\nvehicle\n; and\na charging station control unit adapted to control\nthe protection guide and the\nbattery\nexchange robot to\nconduct an exchange task for the\nelectric\nvehicle\n, and\nthe charging station control unit is adapted to\nconfirm whether a reservation has been made or not, when\nthe\nelectric\nvehicle\nenters into the charging station main\nunit, through communication with the\nelectric\nvehicle\nand\nconfirmation from the database unit; when the reservation\nis confirmed, lower the protection guide, when the\nelectric\nvehicle\nenters, to seal the\nbattery\nmounting module, based\non reservation information; and control the\nbattery\nexchange robot so as to exchange the\nbattery\n.\n8. The\nelectric\nvehicle\nas claimed in claim 7,\nwherein the\nelectric\nvehicle\ncomprises an\nelectric\nbus\ntraveling along a line, the\nelectric\nvehicle\nbattery\ncharging station is installed at a bus stop, and the\ncontrol unit is adapted to select the\nelectric\nvehicle\nbattery\ncharging station, which corresponds to the\ntraveling line of the\nelectric\nbus, as a reservation\ntarget.\n9. A method of reserving exchange of a\nbattery\nof an\nelectric\nvehicle\n, comprising the steps of:\ndetecting a power level of a\nbattery\nmounted on an\nelectric\nvehicle\n;\nasking, by the\nelectric\nvehicle\n, a\nbattery\ncharging\nstation, which exists along a route of travel, whether\nexchange reservation is possible or not;\n31\nconfirming, by the\nbattery\ncharging station, whether\nreservation of a\nbattery\nmountable on the\nelectric\nvehicle\nis possible and transmitting a reply to the\nelectric\nvehicle\n;\nrequesting, by the\nelectric\nvehicle\n, the\nbattery\ncharging station to reserve\nbattery\nexchange, when the\nbattery\ncharging station has replied that reservation is\npossible, and providing the user with reservation\ninformation;\nupdating, by the\nbattery\ncharging station,\nbattery\nexchange reservation information;\nconfirming, by the\nbattery\ncharging station, whether\nthe\nelectric\nvehicle\n, when entering into the\nbattery\ncharging station, has made reservation or not based on\nidentification information regarding the\nelectric\nvehicle\n;\ntransmitting an entry grant signal to the\nelectric\nvehicle\nwhen reservation information regarding the\nelectric\nvehicle\nexists;\nconfirming an entry position, when the\nelectric\nvehicle\nenters into the\nbattery\ncharging station, and\ntransmitting a confirmation signal to the\nelectric\nvehicle\n;\nopening a door of a\nbattery\nmounting module installed\non top of the\nelectric\nvehicle\n;\nsealing the\nbattery\nmounting module by lowering a\nprotection guide installed in the\nbattery\ncharging station;\nand\nexchanging the\nbattery\n. | NaN | NaN | NaN | Linvention concerne un véhicule électrique, une station de recharge de batterie et un système de réservation déchange de batterie de véhicule électrique comportant celle-ci. Le véhicule électrique comprend une unité de détection du niveau de puissance adaptée pour détecter un niveau de puissance dune batterie installée dans le véhicule électrique; une unité de communication adaptée pour communiquer avec une station de recharge de batterie; et une unité de commande adaptée pour déterminer une station de recharge de batterie dans laquelle la batterie du véhicule électrique doit être échangée, en fonction du niveau de puissance de la batterie et du trajet du véhicule électrique, puis pour transmettre une commande de réservation déchange de batterie à la station de recharge de batterie déterminée. Selon le niveau de puissance de batterie du véhicule électrique, une station de recharge de batterie se trouvant sur le trajet doit transmettre linformation relative à la batterie. Ensuite, léchange de batterie est réservé en conséquence pour que les batteries puissent être échangées de façon plus efficace et pratique. | True |
| 9 | Patent 2737243 Summary - Canadian Patents Database | CA 2737243 | NaN | ELECTRICVEHICLENETWORK | RESEAU DE VEHICULE ELECTRIQUE | NaN | AGASSI, SHAI, ZARUR, ANDREY J. | NaN | 2008-09-19 | FASKEN MARTINEAU DUMOULIN LLP | English | BETTER PLACE GMBH | What is claimed is:\n1. A method for providing information about\nbattery\nservice stations to an\nelectric\nvehicle\nthat includes an\nelectric\nmotor that drives one or more wheels of the\nvehicle\nand is\npowered by a\nbattery\n, the method comprising:\nat a\nvehicle\n,\ndetermining a status of a\nbattery\nof the\nvehicle\n;\ndetermining a geographic location of the\nvehicle\n;\nidentifying at least one\nbattery\nservice station that the\nvehicle\ncan reach\nbased on the charge status of the\nbattery\nof the\nvehicle\nand the geographic\nlocation of the\nvehicle\n; and\nnotifying the user of the at least one\nbattery\nservice station to a user of\nthe\nvehicle\n.\n2. The method of claim 1, further comprising at the\nvehicle\n, displaying the\ngeographic\nlocation of the\nvehicle\nrelative to at least one\nbattery\nservice station on a\nmap in a user\ninterface of a positioning system of the\nvehicle\n.\n3. The method of claim 1, further comprising at the\nvehicle\n, marking the\nbattery\nservice\nstations that the\nvehicle\ncan reach on the map.\n4. The method of claim 1, wherein the at least one\nbattery\nservice station is\na charge\nstations that recharges the\nbattery\nof the\nvehicle\nor a\nbattery\nexchange\nstation that replaces an\nat least partially spent\nbattery\nof the\nvehicle\nwith a charged\nbattery\n.\n5. The method of claim 1,\nwherein the\nbattery\nis not owned by the user, and\nwherein the user of the\nvehicle\nis a user that has legal title to the\nvehicle\n,\nor a user that\nhas legal possession of the\nvehicle\n.\n6. The method of claim 1, further comprising:\nreceiving a selection of a\nbattery\nservice station from a user of the\nvehicle\n;\nand\nmaking a reservation at the\nbattery\nservice station for the\nvehicle\n.\n7. The method of claim 1, wherein determining the status of the\nbattery\nof the\nvehicle\nincludes one selected from the group consisting of:\n38\ndetermining a charge level of the\nbattery\n;\ndetermining an age of the\nbattery\n;\ndetermining the number of charge/discharge cycles of the\nbattery\n; and\nany combination of the aforementioned operations.\n8. The method of claim 1, wherein identifying the\nbattery\nservice stations\nthat the\nvehicle\ncan reach based on the status of the\nbattery\nof the\nvehicle\nincludes:\ndetermining a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\ndetermining the\nbattery\nservice stations that are within the maximum distance\nfrom\nthe geographic location of the\nvehicle\n.\n9. The method of claim 8, wherein the maximum distance includes a specified\nsafety\nfactor.\n10. The method of claim 1, including:\ndetermining a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\nmarking in a user interface of a positioning system of the\nvehicle\nan area of\na map that\nis within the maximum distance of the geographic location of the\nvehicle\n.\n11. The method of claim 1, including periodically transmitting the status of\nthe\nbattery\nof\nthe\nvehicle\nto a service provider over a data network.\n12. The method of claim 1, including periodically transmitting the geographic\nlocation of\nthe\nvehicle\nto a service provider over a data network.\n13. The method of claim 1, including periodically receiving a status of the\nbattery\nservice\nstations from a service provider over a data network.\n14. The method of claim 13, wherein the status of a respective\nbattery\nservice\nstation is\nselected from the group consisting of-\na number of charge stations of the respective\nbattery\nservice station that are\noccupied;\na number of charge stations of the respective\nbattery\nservice station that are\nfree;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\noccupied;\n39\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\nfree;\na location of the\nbattery\nservice station; and\nand any combination of the aforementioned statuses.\n15. A\nvehicle\nthat includes an\nelectric\nmotor that drives one or more wheels\nof the\nvehicle\nand is powered by a\nbattery\n, comprising:\none or more processors;\na memory; and\none or more programs stored in the memory, the one or more programs comprising\ninstructions to:\ndetermine a status of a\nbattery\nof the\nvehicle\n;\ndetermine a geographic location of the\nvehicle\n;\nidentify at least one\nbattery\nservice station that the\nvehicle\ncan reach based\non the\ncharge status of the\nbattery\nof the\nvehicle\nand the geographic location of the\nvehicle\n; and\nnotify the user of the at least one\nbattery\nservice station to a user of the\nvehicle\n.\n16. The\nvehicle\nof claim 15, further comprising instructions to display the\ngeographic\nlocation of the\nvehicle\nrelative to at least one\nbattery\nservice station on a\nmap in a user\ninterface of a positioning system of the\nvehicle\n.\n17. The\nvehicle\nof claim 15, further comprising instructions to mark the\nbattery\nservice\nstations that the\nvehicle\ncan reach on the map.\n18. The\nvehicle\nof claim 15, wherein the at least one\nbattery\nservice station\nis a charge\nstation that recharge the\nbattery\nof the\nvehicle\n, or a\nbattery\nexchange\nstation that replaces an\nat least partially spent\nbattery\nof the\nvehicle\nwith a charged\nbattery\n.\n19. The\nvehicle\nof claim 15,\nwherein the\nbattery\nis not owned by user, and\nwherein the user of the\nvehicle\na user that has legal title to the\nvehicle\n, or\na user that\nhas legal possession of the\nvehicle\n.\n20. The\nvehicle\nof claim 15, further comprising instructions to:\nreceive a selection of a\nbattery\nservice station from a user of the\nvehicle\n;\nand\nmaking a reservation at the\nbattery\nservice station for the\nvehicle\n.\n21. The\nvehicle\nof claim 15, wherein the instruction to determine the status\nof the\nbattery\nof the\nvehicle\nincludes one selected from the group consisting of:\ninstructions to determine a charge level of the\nbattery\n;\ninstructions to determine an age of the\nbattery\n;\ninstructions to determine the number of charge/discharge cycles of the\nbattery\n; and\nany combination of the aforementioned instructions.\n22. The\nvehicle\nof claim 15, wherein the instructions to identify the\nbattery\nservice\nstations that the\nvehicle\ncan reach based on the status of the\nbattery\nof the\nvehicle\nincludes\ninstruction to:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\ndetermine the\nbattery\nservice stations that are within the maximum distance\nfrom the\ngeographic location of the\nvehicle\n.\n23. The\nvehicle\nof claim 22, wherein the maximum distance includes a specified\nsafety\nfactor.\n24. The\nvehicle\nof claim 15, further comprising instructions to:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\nmark in a user interface of a positioning system of the\nvehicle\nan area of a\nmap that is\nwithin the maximum distance of the geographic location of the\nvehicle\n.\n25. The\nvehicle\nof claim 15, including instruction to periodically transmit\nthe status of the\nbattery\nof the\nvehicle\nto a service provider over a data network.\n26. The\nvehicle\nof claim 15, including instruction to periodically transmit\nthe geographic\nlocation of the\nvehicle\nto a service provider over a data network.\n27. The\nvehicle\nof claim 15, including instructions to periodically receive a\nstatus of the\nbattery\nservice stations from a service provider over a data network.\n28. The\nvehicle\nof claim 27, wherein the status of a respective\nbattery\nservice station is\nselected from the group consisting of:\na number of charge stations of the respective\nbattery\nservice station that are\noccupied;\n41\na number of charge stations of the respective\nbattery\nservice station that are\nfree;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\noccupied;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\nfree;\na location of the\nbattery\nservice station; and\nand any combination of the aforementioned statuses.\n29. A computer readable storage medium storing one or more programs configured\nfor\nexecution by a computer, the one or more programs comprising instructions to:\ndetermine a status of a\nbattery\nof the\nvehicle\n, wherein the\nvehicle\nincludes\nan\nelectric\nmotor that drives one or more wheels of the\nvehicle\n, wherein the\nelectric\nmotor receives\nenergy from the\nbattery\n;\ndetermine a geographic location of the\nvehicle\n;\nidentify at least one\nbattery\nservice station that the\nvehicle\ncan reach based\non the\ncharge status of the\nbattery\nof the\nvehicle\nand the geographic location of the\nvehicle\n; and\nnotify the user of the at least one\nbattery\nservice station to a user of the\nvehicle\n.\n30. The computer readable storage medium of claim 29, further comprising\ninstructions to\ndisplay the geographic location of the\nvehicle\nrelative to at least one\nbattery\nservice station on\na map in a user interface of a positioning system of the\nvehicle\n.\n31. The computer readable storage medium of claim 29, further comprising\ninstructions to\nmark the\nbattery\nservice stations that the\nvehicle\ncan reach on the map.\n32. The computer readable storage medium of claim 29, wherein the at least one\nbattery\nservice station is a charge station that recharge the\nbattery\nof the\nvehicle\nor a\nbattery\nexchange station that replaces an at least partially spent\nbattery\nof the\nvehicle\nwith a charged\nbattery\n.\n33. The computer readable storage medium of claim 29,\nwherein the\nbattery\nis not owned by the user, and\nwherein the user of the\nvehicle\nis a user that has legal title to the\nvehicle\n,\nor a user that\nhas legal possession of the\nvehicle\n.\n42\n34. The computer readable storage medium of claim 29, further comprising\ninstructions\nto:\nreceive a selection of a\nbattery\nservice station from a user of the\nvehicle\n;\nand\nmaking a reservation at the\nbattery\nservice station for the\nvehicle\n.\n35. The computer readable storage medium of claim 29, wherein the instructions\nto\ndetermine the status of the\nbattery\nof the\nvehicle\nincludes one selected from\nthe group\nconsisting of:\ninstructions to determine a charge level of the\nbattery\n;\ninstructions to determine an age of the\nbattery\n;\ninstructions to determine the number of charge/discharge cycles of the\nbattery\n; and\nany combination of the aforementioned instructions.\n36. The computer readable storage medium of claim 29, wherein the instructions\nto\nidentify the\nbattery\nservice stations that the\nvehicle\ncan reach based on the\nstatus of the\nbattery\nof the\nvehicle\nincludes instructions to:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\ndetermine the\nbattery\nservice stations that are within the maximum distance\nfrom the\ngeographic location of the\nvehicle\n.\n37. The computer readable storage medium of claim 36, wherein the maximum\ndistance\nincludes a specified safety factor.\n38. The computer readable storage medium of claim 29, including instructions\nto:\ndetermine a maximum distance that the\nvehicle\ncan travel before the\nbattery\ncan no\nlonger power the\nelectric\nmotor of the\nvehicle\n; and\nmark in a user interface of a positioning system of the\nvehicle\nan area of a\nmap that is\nwithin the maximum distance of the geographic location of the\nvehicle\n.\n39. The computer readable storage medium of claim 29, including instructions\nto\nperiodically transmit the status of the\nbattery\nof the\nvehicle\nto a service\nprovider over a data\nnetwork.\n43\n40. The computer readable storage medium of claim 29, including instructions\nto\nperiodically transmit the geographic location of the\nvehicle\nto a service\nprovider over a data\nnetwork.\n41. The computer readable storage medium of claim 29, including instructions\nto\nperiodically receive a status of the\nbattery\nservice stations from a service\nprovider over a data\nnetwork.\n42. The computer readable storage medium of claim 41, wherein the status of a\nrespective\nbattery\nservice station is selected from the group consisting of-\na number of charge stations of the respective\nbattery\nservice station that are\noccupied;\na number of charge stations of the respective\nbattery\nservice station that are\nfree;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\noccupied;\na number of\nbattery\nexchange bays of the respective\nbattery\nservice station\nthat are\nfree;\na location of the\nbattery\nservice station; and\nand any combination of the aforementioned statuses.\n44 | 60/973,794 | United States of America | 2007-09-20 | La présente invention concerne un véhicule électrique qui comprend un moteur électrique qui entraîne une ou plusieurs roues du véhicule et est alimenté par une batterie. Le véhicule électrique détermine un état d'une batterie du véhicule et un emplacement géographique du véhicule. Le véhicule électrique identifie ensuite au moins une station-service de batterie de véhicule que le véhicule peut atteindre en se basant sur l'état de charge de la batterie du véhicule et l'emplacement géographique du véhicule. Le véhicule électrique affiche la ou les stations-services de batterie à un utilisateur du véhicule. | True |
| 10 | Patent 3111811 Summary - Canadian Patents Database | CA 3111811 | NaN | INTEGRATEDBATTERYBOOSTER DEVICE FORVEHICLEAND METHOD | BLOC D'ALIMENTATION POUR DEMARRAGE DE SECOURS INTEGRE POUR VEHICULE ET PROCEDE ASSOCIE | NaN | VALDEVIT, RICHARD, MANCINI, ANTONIO, TABAH, GARY, MERCURIO, VINCE | NaN | 2019-09-05 | PRAXIS | English | EZBOOSTR INC. | CA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\nWHAT IS CLAIMED IS:\n1. A device for providing additional\nelectrical\npower to an engine\n5 powered\nvehicle\ncomprising a\nvehicle\nbattery\nand an alternator, the device\ncomprising:\nan auxiliary\nbattery\nfor being mounted to the\nvehicle\nto be\nmaintained therewith during driving of the\nvehicle\n, the auxiliary\nbattery\nbeing\npositioned and maintained in\nelectrical\ncommunication with the\nvehicle\nbattery\n10 during driving of the\nvehicle\n,\nwherein the auxiliry\nbattery\nprovides for supplying additional\nelectrical\npower for starting the engine when the\nvehicle\nbattery\nis depleted\nand/or\nfor recharging the\nvehicle\nbattery\nto avoid depletion thereof.\n15 2. A device according to claim 1, wherein the auxiliary\nbattery\nis\npositioned within the\nvehicle\nand maintained within the\nvehicle\n.\n3. A device according to any one of claims 1 or 2, further comprising\na cable in\nelectrical\ncommunication with the auxiliary\nbattery\nfor being\npositioned\n20 and maintained in\nelectrical\ncommunication with the\nvehicle\nbattery\nduring driving of\nthe\nvehicle\nto provide the\nelectrical\ncommunication between the auxiliary\nbattery\nand the\nvehicle\nbatter.\n4. A device according to claim 3, wherein the cable is positioned\n25 and maintained in\nelectrical\ncommunication with the alternator to\nreceive\nelectrical\npower therefrom during driving of the\nvehicle\nfor recharging thereof.\n5. A device according to 3, wherein the cable is in\nelectrical\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n26\ncommunication with the alternator via a ground connection.\n6. A device according to claim 5, wherein the ground connection is\nprovided by a removable fastener.\n7. A device according to any one of claims 1 to 6, wherein the\nvehicle\nbattery\nprovides for replenishing the auxiliary\nbattery\nwith\nelectrical\npower\nduring driving of the\nvehicle\n.\n8. A device according to any one of claims 3 to 5, wherein the cable\nis fastened to the\nvehicle\nbattery\n.\n9. A device according to any one of claims 1 to 6, further comprising\na housing for housing the auxiliary\nbattery\ntherein.\n10. A device according to claim 9, wherein the housing comprises\na connector for providing\nelectrical\ncommunication with the auxiliary\nbattery\n.\n11. A device according to any one of claims 9 or 10, wherein the\nhousing comprises water-resistant material.\n12 A device according to any one of claims 1 to 9, further\ncomprising a heating element in communication with the auxiliary\nbattery\nfor\nheating\nthereof, a heating element controller in communication with the heating\nelement for\ncontrol thereof and an ambient temperature sensor for detecting the ambient\ntemperature and being in communication with the heating element controller,\nthe\nheating element controller providing for modulating the heating element to\nselectively provide heat to the auxiliary\nbattery\nbased on the detected\nambient\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n_\n27\ntemperature.\n13. A device according to any one of claims 1 to 12, further\ncomprising:\na controller comprising a processor and an associated memory of\nprocessor executable code that when executed provides the controller to\nperform\ncomputer implementable steps, the controller being in communication with the\nauxiliary\nbattery\n; and\na user interface in communication with the controller.\n14. A device according to claim 13, wherein the controller is in\noperative communication with the auxiliary\nbattery\n, the user interface\nproviding a\nuser to selectively modulate\nelectrical\npower supply from the auxiliary\nbatten/ via\ncommands transmitted to the controller.\n15. A device according to any one of claims 13 or 14, wherein the\ncontroller performs the computer implementable steps of:\nidentifying a real-time amount of\nelectrical\npower stored in the\nauxiliary\nbattery\n;\nand communicating the real-time amount of\nelectrical\npower stored\nto a user via the user interface.\n16. A device according to claim 15, further comprising an auxiliary\nbattery\nsensor in communication with the auxiliary\nbattery\nand the controller\nfor\ndetecting the real-time amount of\nelectrical\npower stored in the auxiliary\nbattery\nand\nfor transmitting the detected amount to the controller.\n17. A device according to any one of claims 13 to 16, wherein the\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n28\ncontroller performs the computer implementable steps of:\nidentifying a condition status of the auxiliary\nbattery\n; and\ncommunicating the condition status of the auxiliary\nbattery\nto the\nuser via the user interface.\n18. A device according to any one of claims 13 to 17, wherein the\ncontroller is positioned in and configured for operative communication with\nthe\nvehicle\nbattery\n.\n19. A device according to 18, wherein the controller performs the\ncomputer implementable steps of:\nidentifying the amount of\nelectrical\npower stored in the\nvehicle\nbattery\n;\ncommunicating the real-time amount of\nelectrical\npower stored to a\nuser via the user interface.\n20. A device according to claim 19, further comprising a\nvehicle\nbattery\nsensor in communication with the\nvehicle\nbattery\nand the controller\nfor\ndetecting the real-time amount of\nelectrical\npower stored in the\nvehicle\nbattery\nand\nfor transmitting the detected amount to the controller.\n21. A device according to any one of claims 13 to 20, wherein the\ncontroller performs the computer implementable steps of:\nidentifying a condition status of the\nvehicle\nbattery\n; and\ncommunicating the condition status of the\nvehicle\nbattery\nto the user\nvia the user interface.\n22. A device according to any one of claims 13 to 21, further\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n29\ncomprising an ambient temperature sensor in communication with the controller\nfor\ndetecting the ambient temperature and transmitting the detected ambient\ntemperature to the controller.\n23. A device according to claim 20, further comprising a heating\nelement in operational communication with the auxiliary\nbattery\nfor providing\nheating\nthereto and in operational communication with the controller, the controller\nperforming the computer implementable step of:\nmodulating the heating element to selectively provide heat to the\n.. auxiliary\nbattery\nbased on the ambient temperature.\n24. A device according to any one of claims 21 or 23, wherein the\ncontroller performs the computer implementable step of:\ncommunicating the ambient temperature to the user via the user\n.. interface.\n25. A device according to claim 22, further comprising a heating\nelement in operational communication with the auxiliary\nbattery\nfor providing\nheating\nthereto and in operational communication with the controller, wherein the\ncontroller\nperforms the computer implementable step of:\ncommunicating the ambient temperature to the user via the user\ninterface for providing the user to selectively modulate the heating element\nto\nselectively provide heat to the auxiliary\nbattery\nvia the controller by way of\nuser\ncommands.\n26. A device according to any one of claims 11 to 23, further\ncomprising an additional condition detecting instrument for detecting a pre-\ndetermined condition, the additional condition detecting instrument being in\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\noperational communication with the controller for providing thereto the\ndetected\ncondition.\n27. A device in accordance with claim 26, wherein the controller\n5 communicates the detected condition to the user via the user interface.\n28. A device according to any one of claim 22 to 27, wherein the\nadditional condition detecting instrument is selected from the group\nconsisting of a\nmotion detector, a GPS, an ambient sound detector, a data input for a\nvehicle\n10 integrated computer, a moisture sensor and any combination thereof.\n29. A device according to any one of claims 13 to 28, wherein the\ncontroller and user interface are integrated in a handheld mobile unit.\n15 30. A device according to any one of claims 13 to 28, wherein\nthe\ncontroller is positioned within the\nvehicle\nand the user interface being\nintegrated into\na remote device.\n31. A device according to any one of claims 13 to 28, wherein the\n20 controller comprises an assembly, the assembly comprising a plurality of\nprocessors, one processor being positioned within the\nvehicle\nanother\nprocessor\nbeing integrated into a remote device.\n32. A device according to claim 31, wherein the user interface is\n25 .. integrated into the remote device.\n33. A device according to claim 32, wherein the remote device\ncomprises a handheld unit.\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n31\n34. A device according to any one of claims 13 to 33, further\ncomprising at least one supplemental instrument in operative communication\nwith\nan element selected from the group consisting of: the auxiliary\nbattery\n, the\nvehicle\nbattery\n, the alternator, a\nvehicle\ncomputer, one or more\nvehicle\ncomponents\nand\nany combination thereof.\n35. A device according to claim 34, wherein the controller is in\noperative communication with the element and performs the computer\nimplementable step of:\nmodulating the element in accordance with a status condition.\n36. A system for monitoring and/or modulating a plurality of devices\naccording to claims 13 to 35, wherein the system comprises:\na master controller in communication with the controller of each of\nthe devices for receiving identified information therefrom; and\na system interface for communicating the identified information to a\nsystem user.\n37. A method for providing additional\nelectrical\npower to an engine\npowered\nvehicle\ncomprising a\nvehicle\nbattery\nand an alternator, the method\ncomprising:\ninstalling an auxiliary\nbattery\nwithin the\nvehicle\nto be maintained\ntherein during driving of the\nvehicle\n; and\nproviding\nelectrical\ncommunication between the auxiliary\nbattery\nand the\nvehicle\nbattery\nduring driving of the\nvehicle\n,\nsupplying additional\nelectrical\npower from the auxiliary batter for\nstarting the engine when the\nvehicle\nbattery\nis depleted and/or for recharging\nthe\nvehicle\nbattery\nto avoid depletion.\nSUBSTITUTE SHEET (RULE 26)\nCA 03111811 2021-03-05\nWO 2020/047647\nPCT/CA2019/000125\n32\n38. A method according to claim 37, further comprising:\nreplenishing the auxiliary\nbattery\nwith\nelectrical\npower from the alternator\nwhen\ndriving the car and or from the\nvehicle\nbatter when driving the car.\n39. A method according to any one of claims 37 or 38, further\ncomprising:\ndetecting a real-time condition status of the auxiliary\nbattery\nand/or\nthe\nvehicle\nand communicating the real-time condition to a remote user in real-\ntime.\n40. A method according to any one of claims 37 to 39, further\ncomprising modulating heating of the auxiliary\nbattery\nbased on ambient\ntemperature.\nSUBSTITUTE SHEET (RULE 26) | 62/727,346 | United States of America | 2018-09-05 | L'invention concerne un dispositif conçu pour délivrer une puissance électrique supplémentaire à un véhicule motorisé comprenant une batterie de véhicule et un alternateur, le dispositif comportant une batterie auxiliaire. La batterie auxiliaire est installée ou montée dans le véhicule et maintenue dans celui-ci pendant la conduite du véhicule. Une communication électrique est établie entre la batterie auxiliaire et la batterie du véhicule. La batterie auxiliaire permet de délivrer une puissance électrique supplémentaire destinée à faire démarrer le moteur lorsque la batterie du véhicule est épuisée et/ou à recharger la batterie du véhicule afin d'éviter son épuisement. | True |
| 11 | Patent 2427868 Summary - Canadian Patents Database | CA 2427868 | NaN | SYSTEM AND METHOD FOR CONTROLLINGELECTRICLOAD ANDBATTERYCHARGE IN AVEHICLE | SYSTEME ET METHODE DE COMMANDE DE LA CHARGE ELECTRIQUE ET DU CHARGEMENT D'UNE BATTERIE DANS UN VEHICULE | NaN | JABAJI, ISSAM, JABAJI, SHADI | 2007-03-06 | 2003-05-05 | CASSAN MACLEAN IP AGENCY INC. | English | C.E. NIEHOFF & CO. | WHAT IS CLAIMED IS:\n1. A system for monitoring\nvehicle\nelectrical\nload and controlling\nbattery\ncharge\ncomprising:\na generator\nelectrically\ncoupled with a\nvehicle\nelectrical\nsystem;\na\nbattery\nelectrically\ncoupled with the\nvehicle\nelectrical\nsystem via a\nbattery\ndisconnect switch; and\na control circuit in communication with the\nbattery\ndisconnect switch, wherein\nthe control circuit is configured to control the\nbattery\ndisconnect switch to\ndisconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem when a voltage output of the\ngenerator is below\na desired threshold, and wherein the control circuit is configured to control\nthe\nbattery\ndisconnect switch to reconnect the\nbattery\nto the\nvehicle\nelectrical\nsystem\nwhen a voltage of\nthe\nbattery\nis above a desired\nbattery\nvoltage threshold, and wherein the\ncontrol circuit is\nconfigured to regulate a\nbattery\ncharging voltage with excess generator\ncapacity while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n2. The system of claim 1, wherein the control circuit further comprises a\nbattery\ncharging circuit.\n3. The system of claim 1, wherein the generator comprises an alternator.\n4. The system of claim 1, wherein the control circuit comprises a ripple\nfilter.\n5. The system of claim 2, wherein the\nbattery\ncharging circuit comprises a\nsilicon\ncontrolled rectifier.\n6. The system of claim 2, wherein the control circuit is configured to adjust\na rate\nof\nbattery\nrecharge via the\nbattery\ncharging circuit.\n7. The system of claim 5, wherein the control circuit is configured to\nautomatically\nadjust a duty cycle of the silicon controlled rectifier to adjust a rate of\nbattery\nrecharge.\n- 15 -\n8. The system of claim 7, wherein the control circuit comprises a voltage\nsense input\nand wherein the control circuit is configured to adjust the duty cycle of the\nsilicon controlled\nrectifier in response to a generator voltage detected at the voltage sense\ninput.\n9. A control circuit for controlling a rate of recharge of a\nbattery\nin a\nvehicle\nelectrical\nsystem, wherein the\nvehicle\nelectrical\nsystem is powered by an\nalternator during\nvehicle\noperation, the control circuit comprising:\na\nbattery\ndisconnect switch disposed between the\nbattery\nand the\nvehicle\nelectrical\nsystem operable to\nelectrically\ndisconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem;\na\nbattery\ncharging circuit in\nelectrical\ncommunication with the\nbattery\nand\nthe\nalternator;\na processor in communication with the\nbattery\ndisconnect switch and the\nbattery\ncharging circuit; and\nprogramming code operable on the processor to disconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem with the\nbattery\ndisconnect switch in response to an\nalternator\nvoltage output below a threshold value, and to control a recharge rate for the\nbattery\nwith the\nbattery\ncharging circuit while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n10. The control circuit of claim 9, wherein the\nbattery\ncharging circuit\ncomprises a\nsilicon controlled rectifier.\n11. The control circuit of claim 9, wherein the\nbattery\ndisconnect switch\ncomprises\na relay.\n12. The system of claim 9, wherein the control circuit further comprises a\nripple filter\nhaving an input coupled to the alternator voltage output and an output coupled\nto the\nvehicle\nelectrical\nsystem, wherein a ripple voltage of the alternator voltage output\nis reduced when\nthe\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n13. A method for controlling\nelectric\nload and\nbattery\ncharge in a\nvehicle\nelectrical\nsystem, the method comprising:\n(a) disconnecting a rechargeable source of stored energy from the\nvehicle\n- 16 -\nelectrical\nsystem if a voltage at the\nvehicle\nelectrical\nsystem falls below\na first threshold;\n(b) controllably charging the rechargeable source of stored energy with\nenergy from a generator in the\nvehicle\nelectrical\nsystem such that an\noperating voltage of the\nvehicle\nelectrical\nsystem remains above an\noperating voltage threshold; and\n(c) reconnecting the rechargeable source of stored energy to the\nvehicle\nelectrical\nsystem when a voltage at the rechargeable source of stored\nenergy is above a desired voltage threshold, wherein the\nvehicle\nelectrical\nsystem operates with energy from the generator while the rechargeable\nsource of stored energy is disconnected and being recharged.\n14. The method of claim 13, wherein (a) comprises sensing an output voltage of\nthe\ngenerator, comparing the output voltage of the generator to the first\nthreshold, and operating\na relay to disconnect the rechargeable source of stored energy if the sensed\noutput voltage\nof the generator is less than the first threshold.\n15. The method of claim 13, wherein (b) further comprises controllably\ncharging the\nrechargeable source of stored energy by adjusting a duty cycle of a switchable\ndevice\nconnecting the rechargeable source of stored energy to the generator.\n16. The method of claim 15 wherein the switchable device comprises a silicon\ncontrolled rectifier.\n17. The method of claim 13, wherein the rechargeable source of stored energy\ncomprises a\nbattery\n.\n18. The method of claim 13, wherein (b) further comprises signalling a warning\nto\na\nvehicle\noperator while the source of stored energy is disconnected from the\nvehicle\nelectrical\nsystem.\n19. The method of claim 13, wherein (c) further comprises reconnecting the\nrechargeable source of stored energy to the\nvehicle\nelectrical\nsystem when a\nvoltage at the\n- 17 -\nrechargeable source of stored energy is maintained at a different voltage\nlevel than the\noperating voltage of the\nvehicle\nelectrical\nsystem above a desired voltage\nthreshold.\n20. The method of claim 13, wherein the generator comprises an alternator\nhaving a\nthree phase AC output and (b) further comprises controllably charging the\nsource of stored\nenergy with at least one phase of the three phase AC output of the alternator.\n21. The system of claim 2, wherein the control circuit is adapted to\nswitchably\nconnect a trickle charge line in communication with the\nbattery\nto power\nproduced by the\ngenerator while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n22. The system of claim 3, wherein the alternator comprises a three phase\nalternator\nand the control circuit further comprises a\nbattery\ncharging circuit\nswitchably connecting a\ntrickle charge line in communication with the\nbattery\nto a single phase output\nof the three\nphase alternator.\n23. The system of claim 4, wherein the ripple filter comprises an input\ncoupled to the\nvoltage output of the generator and an output coupled to the\nvehicle\nelectrical\nsystem,\nwherein a ripple voltage of the voltage output is controlled when the\nbattery\nis disconnected\nfrom the\nvehicle\nelectrical\nsystem.\n24. The system of claim 23, wherein the ripple voltage is reduced when the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem.\n25. A control circuit for controlling a rate of recharge of a\nbattery\nin a\nvehicle\nelectrical\nsystem and maintaining separate load and trickle charge voltage\nlevels, wherein\nthe\nvehicle\nelectrical\nsystem is powered by a generator during\nvehicle\noperation, the control\ncircuit comprising:\na\nbattery\ndisconnect switch disposed between the\nbattery\nand the\nvehicle\nelectrical\nsystem operable to\nelectrically\ndisconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem and\nto reconnect the\nbattery\nto the\nvehicle\nelectrical\nsystem;\na\nbattery\ncharging circuit in\nelectrical\ncommunication with the\nbattery\nand\nthe\ngenerator;\n- 18 -\na processor in communication with the\nbattery\ndisconnect switch and the\nbattery\ncharging circuit; and\nprogramming code operable on the processor to disconnect the\nbattery\nfrom the\nvehicle\nelectrical\nsystem with the\nbattery\ndisconnect switch in response to a\ngenerator\nvoltage output below a threshold value, to control a recharge rate for the\nbattery\nwith the\nbattery\ncharging circuit while the\nbattery\nis disconnected from the\nvehicle\nelectrical\nsystem,\nand to reconnect the\nbattery\nto the\nvehicle\nelectrical\nsystem in when the\ngenerator voltage\noutput is above the threshold value.\n26. The system of claim 25, wherein the generator comprises an alternator.\n27. The system of claim 26, wherein the control circuit further comprises a\nripple\nfilter.\n28. The system of claim 27, wherein the ripple filter comprises an input\ncoupled to\nthe alternator voltage output and an output coupled to the\nvehicle\nelectrical\nsystem, wherein\na ripple voltage of the alternator output voltage is controlled when the\nbattery\nis\ndisconnected from the\nvehicle\nelectrical\nsystem.\n-19- | 10/140,901 | United States of America | 2002-05-07 | Un dispositif de charge et un appareil de chargement d'une batterie d'un système de véhicule électrique débranchent de façon contrôlée une batterie ou une autre source d'énergie stockée du système électrique quand l'état de la batterie entraîne la tension du système sous une valeur seuil désirée. Le dispositif filtre la tension d'ondulation de la génératrice pendant le fonctionnement sans batterie pour maintenir une tension d'ondulation acceptable. Le dispositif de chargement et de commande de chargement d'une batterie recharge la batterie qui est débranchée du système électrique du véhicule à une tension contrôlée indépendante de la tension du système électrique du véhicule. Le dispositif de chargement et de commande de batterie contrôle la recharge de la batterie de sorte à éviter de surcharger le système électrique du véhicule puis rebranche la batterie au système électrique du véhicule lorsque la tension de la batterie a atteint une valeur seuil minimum. | True |
| 12 | Patent 2781513 Summary - Canadian Patents Database | CA 2781513 | NaN | BATTERYEXCHANGING-TYPE CHARGING STATION SYSTEM FORELECTRICVEHICLE | SYSTEME DE STATION DE CHARGEMENT DE TYPE A ECHANGE DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | PARK, JUN SEOK, KIM, WON-KYU, PARK, HEE-JEING, MOON, HEE SEOK, CHOI, WOONGCHUL, JEONG, JAYIL, YU, CHI MAN, JUNG, DO YANG, SHIN, YONG-HARK, PARK, JAE-HONG | 2015-11-24 | 2012-06-22 | GOWLING WLG (CANADA) LLP | English | KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION | WHAT IS CLAIMED IS:\n1. A\nbattery\nexchanging type charging station system for an\nelectric\nvehicle\n,\ncomprising:\na charging type\nbattery\ninstalled on a\nbattery\nmounting module of the\nelectric\nvehicle\n;\na charging station body formed with a structure in which the\nelectric\nvehicle\nfreely enters\nand exits and including a\nbattery\nloading unit for receiving the\nbattery\n;\na\nbattery\nreplacing robot mounted in the charging station body to perform a\nbattery\nreplacement operation; and\na charging station control unit to control the\nbattery\nreplacing robot such\nthat the\nbattery\nreplacement operation is performed by controlling the\nbattery\nreplacing robot;\nwherein the charging station body is configured to include a vertical body\nextending in a\nvertical direction and coming in contact with a road, and a horizontal body\nextending in a\nhorizontal direction from a top portion of the vertical body toward the road.\n2. The\nbattery\nexchanging type charging station system according to claim 1,\nfurther\ncomprising a communication module configured to receive reservation\ninformation on\nbattery\nreplacement from the\nelectric\nvehicle\nand provide confirmation information on\nwhether the\nreplacement is possible.\n3. The\nbattery\nexchanging type charging station system according to claim 1,\nwherein\nthe charging station body includes a protection guide configured to seal the\nbattery\nmounting module with a built-in\nbattery\nwhen the\nelectric\nvehicle\nenters the\ncharging station\nbody, in order to avoid ill effects according to changes in an external\nenvironment when\nreplacing the\nbattery\n.\n26\n4. The\nbattery\nexchanging type charging station system according to claim 3,\nwherein\nthe protection guide is configured with a corrugate tube that is folded toward\nthe\nbattery\nmounting module from a state in which the\nbattery\nis mounted inside the\ncharging station body\nwhen the\nbattery\nis being replaced and that is unfolded to an original\nposition after the\nbattery\nis\nreplaced.\n5. The\nbattery\nexchanging type charging station system according to claim 3,\nwherein a\nbottom of the horizontal body is provided with at least one outlet for\nejecting the\nbattery\n, and the\noutlet includes the protection guide.\n6. The\nbattery\nexchanging type charging station system according to claim 5,\nwherein\nthe\nbattery\nloading unit is configured to have any one of a stacked storage\nrack type\nincluded in the vertical body in which a plurality of\nbatteries\nare arranged\nso as to be formed in a\nline at the left and right sides and the\nbatteries\nare again stacked over the\nupper side of the line in\na multi-layer structure, a parallel storage rack type in which the plurality\nof\nbatteries\nare stored in\nevery direction of the horizontal body, and a mixed storage rack type\nincluding the stacked\nstorage rack type and the parallel storage rack type.\n7. The\nbattery\nexchanging type charging station system according to claim 1,\nfurther\ncomprising:\na\nvehicle\nstop position guide unit configured to guide a stop position of the\nelectric\nvehicle\nthat enters the charging station body to correspond to a\nbattery\nexchanging position.\n8. The\nbattery\nexchanging type charging station system according to claim 3,\nwherein\nthe\nbattery\nmounting module includes a\nbattery\nseating base on which the\nbattery\nis\nseated and having a terminal unit which\nelectrically\nconnects the\nbattery\n, a\nplurality of fixing\n27\nunits which fix the\nbattery\nto the\nbattery\nseating base, and a mounting module\ndoor installed to\nseal a portion of the\nbattery\nseating base and opened when the\nbattery\nis\nbeing replaced.\n9. The\nbattery\nexchanging type charging station system according to claim 8,\nwherein\nthe\nbattery\nmounting module further includes a plurality of position decision\nmembers\ninserted in guide holes formed in the\nbattery\nsuch that the\nbattery\nis\naccurately placed on the\nbattery\nseating base, and the\nbattery\nfixing unit is installed at the edge of\nthe\nbattery\nseating base\nand configured to include a locking hook for fixing the\nbattery\nand an elastic\nmember for\nmaintaining the fixed state by applying an elastic force to the locking hook.\n10. The\nbattery\nexchanging type charging station system according to claim 8,\nwherein\nthe mounting module door is configured as a structure in which the protection\ncover is\nclosed and opened at the inner space surrounded by the protection guide such\nthat the\nbattery\nis\nnot exposed to the external environment when the\nbattery\nis being replaced.\n11. The\nbattery\nexchanging type charging station system according to any one\nof claims\n1 to 10, wherein the\nbattery\nreplacing robot includes:\na\nbattery\ntransporting and mounting robot that removes a discharged\nbattery\nmounted in\nthe\nbattery\nmounting module and then transports a fully charged\nbattery\n, which\nis ejected from\nthe\nbattery\nloading unit, and mounts the fully charged\nbattery\non the\nbattery\nmounting module;\nand\na\nbattery\nejecting and loading robot that ejects the fully charged\nbattery\nstored in the\nbattery\nloading unit and then provides the fully charged\nbattery\nto the\nbattery\ntransporting and\nmounting robot, or receives the discharged\nbattery\nfrom the\nbattery\ntransporting and mounting\nrobot, and then loads the discharged\nbattery\ninto the\nbattery\nloading unit.\n28\n12. The\nbattery\nexchanging type charging station system according to claim 11,\nwherein\nthe\nbattery\ntransporting and mounting robot includes a fixed rail installed at\nthe upper\nportion of the charging station body, a transporting rail installed to be\nmoved in a direction\northogonal to the fixed rail, an elevating rail installed to be moved along\nthe longitudinal\ndirection of the transporting rail, or in a direction orthogonal to the\ntransporting rail, and a\nclamping unit installed at the bottom of the elevating rod to perform locking\nand unlocking\noperations in the process of replacing the\nbattery\n.\n29 | NaN | NaN | NaN | Linvention a trait à un système de station de charge de type échange de batterie pour véhicule électrique qui permet un échange rapide et sûr de la batterie dun véhicule. Ledit système comprend une batterie rechargeable installée dans un module de fixation de batterie dun véhicule électrique, un corps de station de charge formé dune structure dans laquelle le véhicule électrique entre et sort librement et qui comprend une unité de chargement de batterie pour recevoir cette dernière, un robot de remplacement de batterie monté dans le corps de station de charge pour exécuter une opération de remplacement de batterie et une unité de commande de station de charge pour commander ledit robot de manière que lopération de remplacement de la batterie soit effectuée en commandant le robot. | True |
| 13 | Patent 2866944 Summary - Canadian Patents Database | CA 2866944 | NaN | POWER SYSTEM OF HYBRIDELECTRICVEHICLE, HYBRIDELECTRICVEHICLECOMPRISING THE SAME AND METHOD FOR HEATINGBATTERYGROUP OF HYBRIDELECTRICVEHICLE | SYSTEME D'ALIMENTATION DE VEHICULE ELECTRIQUE HYBRIDE, VEHICULE ELECTRIQUE HYBRIDE COMPRENANT LEDIT SYSTEME D'ALIMENTATION ET PROCEDE DE CHAUFFAGE DE GROUPE BATTERIE DE VEHICULE E LECTRIQUE HYBRIDE | NaN | CHEN, LIQIANG, WANG, HONGJUN, XIE, SHIBIN | NaN | 2013-05-22 | DALE & LESSMANN LLP | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A power system of a hybrid\nelectric\nvehicle\n, comprising:\na\nbattery\ngroup;\na\nbattery\nheater, connected with the\nbattery\ngroup and configured to charge\nand discharge the\nbattery\ngroup to heat the\nbattery\ngroup;\na\nbattery\nmanagement device, connected with the\nbattery\ngroup and the\nbattery\nheater\nrespectively, and configured to: if a temperature of the\nbattery\ngroup is\nlower than a first heating\nthreshold and a residual\nelectric\nquantity of the\nbattery\ngroup is larger than\na running\nelectric\nquantity threshold, control the\nbattery\nheater to heat the\nbattery\ngroup with\na first power when the\nhybrid\nelectric\nvehicle\nis in an\nelectric\nvehicle\nmode, and heat the\nbattery\ngroup with a second\npower when the hybrid\nelectric\nvehicle\nis in a hybrid\nelectric\nvehicle\nmode,\nwherein the second\npower is larger than the first power;\nan\nelectric\ndistribution box, configured to distribute a voltage output by the\nbattery\ngroup;\nan engine;\na motor;\na motor controller, connected with the motor and the\nelectric\ndistribution box\nrespectively,\ncomprising a first input terminal, a second input terminal and a pre-charging\ncapacitor connected\nbetween the first input terminal and the second input terminal, and configured\nto supply power to\nthe motor according to a control command and a voltage distributed by the\nelectric\ndistribution box;\nand\nan isolation inductor, connected between the\nbattery\ngroup and the\nelectric\ndistribution box,\nwherein an inductance of the isolation inductor matches with a capacitance of\nthe pre-charging\ncapacitor.\n2. The power system of claim 1, wherein the motor comprises a first motor and\na second\nmotor, in which the first motor is connected with the engine, and the motor\ncontroller is connected\nwith the first motor, the second motor and the\nelectric\ndistribution box\nrespectively, and\nconfigured to supply power to the first motor and the second motor according\nto the control\ncommand and the voltage distributed by the\nelectric\ndistribution box\nrespectively.\n3. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto:\n28\ncontrol the\nbattery\nheater to heat the\nbattery\ngroup in a parking heating mode\nwhen the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the parking\nelectric\nquantity threshold\nbut lower than the running\nelectric\nquantity threshold, in which the running\nelectric\nquantity\nthreshold is larger than the parking\nelectric\nquantity threshold.\n4. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto: judge whether a current throttle depth change rate of the hybrid\nelectric\nvehicle\nreaches a preset\nthrottle depth change rate threshold when the hybrid\nelectric\nvehicle\nis in\nthe\nelectric\nvehicle\nmode;\nand control the\nbattery\nheater to stop heating the\nbattery\ngroup if the hybrid\nelectric\nvehicle\nis not\nin the hybrid\nelectric\nvehicle\nmode and when the current throttle depth change\nrate of the hybrid\nelectric\nvehicle\nreaches the preset throttle depth change rate threshold.\n5. The power system of claim 1, further comprising:\na heating button, connected with the\nbattery\nmanagement device, wherein the\nbattery\nmanagement device sends a heating signal to the\nbattery\nheater to control the\nbattery\nheater to heat\nthe\nbattery\ngroup when the heating button is pressed.\n6. The power system of claim 5, wherein the\nbattery\nmanagement device is\nfurther configured\nto: after controlling the\nbattery\nheater to heat the\nbattery\ngroup, if the\nheating button is pressed\nagain, judge whether an operation of pressing the heating button satisfies a\npreset condition, if yes,\ncontrol the hybrid\nelectric\nvehicle\nand/or the\nbattery\nheater according to the\ntemperature of the\nbattery\ngroup and the residual\nelectric\nquantity of the\nbattery\ngroup.\n7. The power system of claim 6, wherein\nif the temperature of the\nbattery\ngroup is lower than a first temperature\nthreshold, the\nbattery\nmanagement device indicates the\nbattery\ngroup is inhibited from being heated\nor charged and the\nhybrid\nelectric\nvehicle\nis inhibited from being driven;\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than a first\nelectric\nquantity threshold, the\nbattery\nmanagement device indicates the\nbattery\ngroup is inhibited from being\nheated or charged\nand the hybrid\nelectric\nvehicle\nis inhibited from being driven; and\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the first\nelectric\nquantity threshold, the\nbattery\nmanagement device allows the hybrid\nelectric\nvehicle\nto run under a\nlimited power.\n8. The power system of any of claims 1-7, wherein the\nbattery\nmanagement\ndevice is further\n29\nconfigured to adjust a heating power of the\nbattery\nheater according to the\ntemperature of the\nbattery\ngroup.\n9. The power system of any of claims 1-7, wherein the\nbattery\nheater\ncomprises:\na first switch module, a first terminal of the first switch module connected\nwith a first\nelectrode of the\nbattery\ngroup and the isolation inductor respectively;\na first capacitor, a first terminal of the first capacitor connected with a\nsecond terminal of the\nfirst switch module, and a second terminal of the first capacitor connected\nwith a second electrode\nof the\nbattery\ngroup;\na first inductor, a first terminal of the first inductor connected with a node\nbetween the first\nswitch module and the first capacitor; and\na second switch module, a first terminal of the second switch module connected\nwith a\nsecond terminal of the first inductor, and a second terminal of the second\nswitch module connected\nwith the second electrode of the\nbattery\ngroup,\nwherein a control terminal of the first switch module and a control terminal\nof the second\nswitch module are connected with the\nbattery\nmanagement device, and the\nbattery\nmanagement\ndevice sends the heating signal to the control terminal of the first switch\nmodule and the control\nterminal of the second switch module to control the first switch module and\nthe second switch\nmodule to turn on in turn, in which the first switch module is on when the\nsecond switch module is\noff, and the first switch module is off when the second switch module is on.\n10. The power system of claim 1, wherein the\nelectric\ndistribution box\ncomprises:\na primary contactor, configured to distribute the voltage output by the\nbattery\ngroup to a\npower consumption equipment of the hybrid\nelectric\nvehicle\n; and\na pre-contactor, connected with the first input terminal or the second input\nterminal of the\nmotor controller, and configured to charge the pre-charging capacitor under a\ncontrol of the\nbattery\nmanagement device before the motor controller controls the motor to start.\n11. A hybrid\nelectric\nvehicle\ncomprising the power system of any one of claims\n1-10.\n12. A method for heating a\nbattery\ngroup of a hybrid\nelectric\nvehicle\n,\ncomprising:\ndetecting a temperature and a residual\nelectric\nquantity of the\nbattery\ngroup;\nif the temperature of the\nbattery\ngroup is lower than a first heating\nthreshold and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a running\nelectric\nquantity threshold, judging a\nmode the hybrid\nelectric\nvehicle\nis in;\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup with a first power if\nthe hybrid\nelectric\nvehicle\nis in an\nelectric\nvehicle\nmode;\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup with a second power\nif the hybrid\nelectric\nvehicle\nis in a hybrid\nelectric\nvehicle\nmode, wherein the second\npower is higher than the\nfirst power; and\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nhybrid\nelectric\nvehicle\nis inhibited from being driven if the temperature of the\nbattery\ngroup\nis lower than the first\nheating threshold and the residual\nelectric\nquantity of the\nbattery\ngroup is\nlower than the parking\nelectric\nquantity threshold.\n13. The method of claim 12, further comprising:\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup in a parking heating\nmode when the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the parking\nelectric\nquantity threshold\nbut lower than the running\nelectric\nquantity threshold, in which the running\nelectric\nquantity\nthreshold is larger than the parking\nelectric\nquantity threshold.\n14. The method of claim 12, further comprising\njudging whether a current throttle depth change rate of the hybrid\nelectric\nvehicle\nreaches a\npreset throttle depth change rate threshold when the hybrid\nelectric\nvehicle\nis in the\nelectric\nvehicle\nmode; and\ncontrolling the\nbattery\nheater to stop heating the\nbattery\ngroup if the hybrid\nelectric\nvehicle\nis\nnot in the hybrid\nelectric\nvehicle\nmode and when the current throttle depth\nchange rate of the\nhybrid\nelectric\nvehicle\nreaches the preset throttle depth change rate\nthreshold.\n15. The method of claim 12, further comprising:\njudging whether a heating button is pressed;\nif yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup; and\nif no, indicating the\nbattery\ngroup is inhibited from being heated or charged\nand the hybrid\nelectric\nvehicle\nis inhibited from being driven.\n16. The method of claim 15, further comprising:\nif the heating button is pressed again, judging whether an operation of\npressing the heating\nbutton again satisfies a preset condition, and if yes, controlling the hybrid\nelectric\nvehicle\nand/or\nthe\nbattery\nheater according to the temperature of the\nbattery\ngroup and the\nresidual\nelectric\nquantity of the\nbattery\ngroup.\n31\n17. The method of claim 12, further comprising:\nif the temperature of the\nbattery\ngroup is lower than a first temperature\nthreshold, indicating\nthe\nbattery\ngroup is inhibited from being heated or charged and the hybrid\nelectric\nvehicle\nis\ninhibited from being driven;\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than a first\nelectric\nquantity threshold,\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nhybrid\nelectric\nvehicle\nis inhibited from being driven; and\nif the temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than the first\nelectric\nquantity threshold,\nallowing the hybrid\nelectric\nvehicle\nto run under a limited power.\n18. The method of claim 12, further comprising:\nadjusting a heating power of the\nbattery\nheater according to the temperature\nof the\nbattery\ngroup.\n19. The method of claim 12, further comprising:\ncalculating a current temperature of the\nbattery\ngroup and a current residual\nelectric\nquantity\nof the\nbattery\ngroup;\ncalculating a maximum output power of the\nbattery\ngroup according to the\ncurrent\ntemperature of the\nbattery\ngroup and the current residual\nelectric\nquantity of\nthe\nbattery\ngroup; and\ncontrolling the hybrid\nelectric\nvehicle\nto run under a limited power according\nto the\nmaximum output power of the\nbattery\ngroup.\n20. The method of claim 12, further comprising: controlling the\nbattery\nheater\nto stop heating\nthe\nbattery\ngroup when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than the first heating\nthreshold;\na temperature of any single\nbattery\nin the\nbattery\ngroup is higher than a\nsecond heating\nthreshold, wherein the second heating threshold is larger than the first\nheating threshold; and\na continuous heating time of the\nbattery\nheater is larger than a heating time\nthreshold.\n32 | 201210160624.0 | China | 2012-05-22 | Cette invention concerne un système d'alimentation d'un véhicule électrique hybride, un véhicule électrique hybride comprenant ledit système d'alimentation et un procédé de chauffage du groupe batterie (101) du véhicule électrique hybride. Ledit système d'alimentation comprend un groupe batterie (101), un chauffe-batterie (102) relié audit groupe batterie (101) et un dispositif de gestion de batterie (103) conçu pour commander le chauffe-batterie (102) afin qu'il chauffe le groupe batterie (101) à une première puissance ou à une seconde puissance quand le véhicule électrique hybride fonctionne en mode électrique ou en mode électrique hybride si la température du groupe batterie (101) est inférieure à un premier seuil de chauffage prédéterminé et une quantité d'électricité résiduelle du groupe batterie (101) est supérieure à un seuil de quantité électrique de stationnement. Ledit système d'alimentation comprend en outre coffret de distribution électrique (104), un moteur (702), un moteur électrique (105), un contrôleur de moteur (106) relié au moteur électrique (105) et au coffret de distribution électrique (104), respectivement, et une bobine d'induction d'isolation (L2). | True |
| 14 | Patent 3059878 Summary - Canadian Patents Database | CA 3059878 | NaN | AUXILIARY POWER SYSTEM | SYSTEME D'ALIMENTATION AUXILIAIRE | NaN | RUMBAUGH, SCOTT, DEN BESTE, WILLIAM, ORZECK, TOREN | NaN | 2018-04-11 | FASKEN MARTINEAU DUMOULIN LLP | English | OX PARTNERS, LLC | Claims\nWhat is claimed is:\n1. An auxiliary power system to be mounted within a\nvehicle\n, comprising:\nan auxiliary\nbattery\n; and\ncircuitry coupled to the auxiliary\nbattery\n, the circuitry to:\ndetect a trigger event;\ncouple the auxiliary\nbattery\nto a\nvehicle\nelectrical\nsystem of a\nvehicle\nin\nresponse\nto detection of the trigger event, the auxiliary\nbattery\nto provide power to\nthe\nvehicle\nelectrical\nsystem to start an engine of the\nvehicle\n.\n2. The auxiliary power system of claim 1, wherein the auxiliary power system\nis\nmounted to or incorporated into a starter\nbattery\nof the\nvehicle\nelectrical\nsystem.\n3. The auxiliary power system of claim 1, wherein the circuitry is further to:\ndetermine if a voltage of the auxiliary\nbattery\nor a charge of the auxiliary\nbattery\nis below\na threshold value; and\ncharge the auxiliary\nbattery\nfrom the\nvehicle\nelectrical\nsystem in response to\na\ndetermination that the voltage of the auxiliary\nbattery\nor the charge of the\nauxiliary\nbattery\nis\nbelow the threshold value.\n4. The auxiliary power system of claim 1, wherein the circuitry is further to\nidentify the\ntrigger event based on a wireless communication received from a remote device\nvia wireless\ncommunication.\n5. The auxiliary power system of claim 1, wherein the circuitry is further to:\nmeasure one or more characteristics of the\nvehicle\nelectrical\nsystem; and\ntransmit indications of at least some of the one or more characteristics to a\nremote device\nvia wireless communication.\n42\n6. The auxiliary power system of 5, wherein the one or more characteristics\ninclude an\ninternal resistance of a starter\nbattery\nof the\nvehicle\nelectrical\nsystem or a\nvoltage of the starter\nbattery\n, and wherein the circuitry is further to:\ndetermine whether the internal resistance of the starter\nbattery\nor the\nvoltage of the starter\nbattery\nis within an acceptable range; and\ntransmit, to the remote device via wireless communication, an indication that\nthe starter\nbattery\nhas been drained, might fail, or should be replaced in response to a\ndetermination that the\ninternal resistance of the starter\nbattery\nor the voltage of the starter\nbattery\nis outside of the\nacceptable range.\n7. The auxiliary power system of claim 5, wherein the one or more\ncharacteristics\ninclude a current draw from the starter\nbattery\n, wherein the circuitry is\nfurther to:\ndetermine whether the current draw is within an expected range; and\ntransmit, to the remote device via wireless communication, an indication that\nthe current\ndraw is outside of the expected range in response to a determination that the\ncurrent draw is\noutside of the expected range.\n8. The auxiliary power system of claim 1, further comprising a thermoelectric\ndevice\ncoupled to the circuitry, the thermoelectric device to adjust a temperature of\nthe auxiliary\nbattery\n,\nwherein the circuitry is further to:\ndetect the temperature of the auxiliary\nbattery\n;\ndetermine whether the temperature of the auxiliary\nbattery\nis within a certain\nrange; and\nactivate the thermoelectric device to adjust the temperature of the auxiliary\nbattery\nto be\nwithin the certain range in response to a determination that the temperature\nof the auxiliary\nbattery\nis outside of the certain range.\n9. The auxiliary power system of claim 1, further comprising:\na sealed case that encloses the auxiliary\nbattery\nand the circuitry, the\nsealed case to isolate\nthe auxiliary\nbattery\nand the circuitry from an external environment; and\na mounting mechanism to mount the sealed case to the starter\nbattery\n, the\nmounting\n43\nmechanism to mount the sealed case to a hold-down mechanism for the starter\nbattery\n.\n10. The auxiliary power system of claim 1, wherein the trigger event includes\nan\nactivation of an on-board trigger switch, a failing start attempt, or a failed\nstart attempt.\n11. The auxiliary power system of claim 1, wherein the circuitry is further\ncoupled to a\ncomputer system of the\nvehicle\n.\n12. The auxiliary power system of claim 11, wherein the circuitry is further\nto:\ndetermine that the engine of the\nvehicle\nis operating based on information\nfrom the\ncomputer system;\ndetermine whether the starter\nbattery\nis being charged when the engine of the\nvehicle\nis\noperating; and\ntransmit, to a remote device via wireless communication, an indication that an\nalternator\nof the\nvehicle\nhas failed in response to a determination that the starter\nbattery\nis not being\ncharged.\n13. A method, comprising:\ndetecting, by an auxiliary power system mounted within a\nvehicle\n, a trigger\nevent; and\ncoupling, by the auxiliary power system, an auxiliary\nbattery\nof the auxiliary\npower\nsystem to a\nvehicle\nelectrical\nsystem of the\nvehicle\n, the auxiliary\nbattery\nproviding power to the\nvehicle\nelectrical\nsystem for starting an engine of the\nvehicle\n.\n14. The method of claim 13, wherein the auxiliary power system is mounted to\nor\nincorporated into a starter\nbattery\nof the\nvehicle\nelectrical\nsystem.\n15. The method of claim 13, further comprising:\ndetermining, by the auxiliary power system, if a voltage of the auxiliary\nbattery\nor a\ncharge of the auxiliary\nbattery\nis below a threshold value; and\ncharging, by the auxiliary power system, the auxiliary\nbattery\nfrom the\nvehicle\nelectrical\nsystem in response to a determination that the voltage of the auxiliary\nbattery\nor the charge of the\n44\nauxiliary\nbattery\nis below the threshold value.\n16. The method of claim 13, further comprising detecting, by the auxiliary\npower\nsystem, the trigger event within a wireless communication received from a\nremote device.\n17. The method of claim 13, further comprising:\nmeasuring, by the auxiliary power system, one or more characteristics of the\nvehicle\nelectrical\nsystem; and\ntransmitting, by the auxiliary power system, indications of at least some of\nthe one or\nmore characteristics to a remote device via a wireless communication, the\nremote device to\ndisplay the at least some of the one or more characteristics.\n18. The method of claim 17, wherein the one or more characteristics includes\nan internal\nresistance of a starter\nbattery\nof the\nvehicle\nelectrical\nsystem or a voltage\nof the starter\nbattery\n,\nand wherein the method further comprises:\ndetermining, by the auxiliary power system, whether the internal resistance of\nthe starter\nbattery\nor the voltage of the starter\nbattery\nis within an acceptable range;\nand\ntransmitting, by the auxiliary power system, an indication that the starter\nbattery\nhas been\ndrained, might fail, or should be replaced to the remote device within the\nwireless\ncommunication, the indication transmitted in response to determining that the\ninternal resistance\nof the starter\nbattery\nor the voltage of the starter\nbattery\nis outside the\nacceptable range.\n19. The method of claim 17, wherein the one or more characteristics includes a\ncurrent\ndraw from the starter\nbattery\n, and wherein the method further comprises:\ndetermining, by the auxiliary power system, whether the current draw is within\nan\nexpected range; and\ntransmitting, by the auxiliary power system, an indication that the current\ndraw is outside\nof the expected range to the remote device within the wireless communication,\nthe indication\ntransmitted in response to determining that the current draw is outside of the\nexpected range.\n20. The method of claim 13, further comprising:\ndetecting, by the auxiliary power system, a temperature of the auxiliary\nbattery\n;\ndetermining, by the auxiliary power system, whether the temperature of the\nauxiliary\nbattery\nis within a certain range; and\nactivating, by the auxiliary power system, a thermoelectric device to adjust\nthe\ntemperature of the auxiliary\nbattery\nto be within the certain range in\nresponse to determining that\nthe temperature of the auxiliary\nbattery\nis outside of the certain range.\n46 | 15/488,396 | United States of America | 2017-04-14 | L'invention porte sur des appareils, des systèmes et des procédés associés à une conception de système d'alimentation auxiliaire. Selon des modes de réalisation, un système d'alimentation auxiliaire peut être monté à l'intérieur d'un véhicule ou intégré dans une batterie de démarreur du véhicule. Le système d'alimentation auxiliaire peut comprendre une batterie et un circuits auxiliaires couplés à la batterie auxiliaire et à un système électrique de véhicule du véhicule. Le système électrique de véhicule peut être utilisé pour démarrer un moteur du véhicule. Le circuit peut détecter un déclencheur et coupler la batterie auxiliaire au système électrique de véhicule en réponse à la détection du déclencheur. La batterie auxiliaire peut fournir de l'énergie au système électrique de véhicule pour démarrer le moteur du véhicule lorsque la batterie auxiliaire est couplée au système électrique de véhicule. D'autres modes de réalisation peuvent être décrits et/ou revendiqués. | True |
| 15 | Patent 2798658 Summary - Canadian Patents Database | CA 2798658 | NaN | POWER SUPPLY DEVICE FORELECTRICVEHICLE | DISPOSITIF D'ALIMENTATION EN ELECTRICITE POUR UN VEHICULE ELECTRIQUE | NaN | KAWATANI, SHINJI, NAKAYAMA, MASARU, SHOKAKU, ISAO | 2014-12-02 | 2012-12-12 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | -30-\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A power supply device for an\nelectric\nvehicle\n, which comprises a\nbattery\ncase for\naccommodating\nbattery\ncells for supplying\nelectric\npower to an\nelectric\nmotor\nof an\nelectric\nvehicle\nand which can be mounted to and detached from the\nelectric\nvehicle\n,\nwherein the power supply device further comprises\na\nbattery\ncase terminal downwardly connectible with an upwardly accessible\nvehicle\nbody terminal accommodated in a terminal base provided on a\nvehicle\nbody, and\na\nbattery\ncase mounting part provided in a base portion of said\nbattery\ncase\nfor\ndownward engagement with a\nvehicle\nbody mounting part formed at an upper\nsurface of the\nterminal base;\nthe\nvehicle\nbody mounting part is disposed at a position offset to one side of\na center\nposition with respect to the width of the\nvehicle\n; and\nthe\nbattery\ncase mounting part is disposed at an offset position in the width\nof the\nbattery\ncase and the\nbattery\ncase mounting part cooperates and fits with the\nvehicle\nbody\nmounting part when the\nbattery\ncase terminal is downwardly connected with said\nvehicle\nbody terminal.\n2. The power supply device for\nelectric\nvehicle\naccording to claim 1,\nwherein the\nvehicle\nbody mounting part is an engagement projection, the\nbattery\ncase\nmounting part is an\nengagement recess which fits to the engagement projection, and, for mutual\npositioning, the\nengagement projection and the engagement recess are provided with wall parts\nparallel to a\ndirection in which the\nbattery\ncase is mounted to and detached from the\nelectric\nvehicle\n.\n3. The power supply device for\nelectric\nvehicle\naccording to claim 2,\nwherein the terminal base is formed with a shelf protruding horizontally from\na foot\nportion of the engagement projection; and\nthe positions and shapes of the engagement projection, the engagement recess,\nand\nthe shelf are so set that a lower open end portion of the engagement recess\nmakes contact with\nan upper surface of the during installation of the\nbattery\ncase with the\nvehicle\nbody terminal\nsuch that a peak portion of the engagement projection makes contact with an\ninner surface of\nan uppermost portion of a wall part forming the engagement recess.\n-31-\n4. The power supply device for\nelectric\nvehicle\naccording to claim 3,\nwherein the\nbattery\ncase is roughly rectangular parallelopiped in general\nshape, a\nlower surface of the roughly rectangular parallelopiped being formed with an\nangled surface\nextending obliquely upward from the lower open end portion of the engagement\nrecess; and\nthe angled surface is so inclined that the angled surface is situated to\nengage the shelf\nduring installation of the\nbattery\ncase.\n5. The power supply device for\nelectric\nvehicle\naccording to claim 3,\nwherein the\nvehicle\nbody mounting part is provided at each of two positions of\nan\nupper surface of the terminal base;\nthe terminal base is provided with a second engagement part disposed between\nthe\nvehicle\nbody mounting parts; and said engagement parts protruding horizontally\nfrom an\nupper portion of the engagement projection as the\nvehicle\nbody engagement\npart.\n6. The power supply device for\nelectric\nvehicle\naccording to claim 5,\nwherein the\nengagement recess of the\nbattery\ncase includes a wall part coinciding roughly\nwith a locus of\nmovement of the upper portion of the engagement projection during installation\nof the\nbattery\ncase to said\nbattery\ncase terminal.\n7. The power supply device for\nelectric\nvehicle\naccording to any of claims\n1 to 6,\nwherein a lower surface of the\nbattery\ncase is formed with a fitting hole in\nwhich a projected\npart provided on an upper surface of the terminal base is fitted during\ninstallation of said\nbattery\ncase in said terminal base.\n8. The power supply device for\nelectric\nvehicle\naccording to any of claims\n1 to 7,\nwherein the terminal base includes an attached\nbattery\ncover, said\nbattery\ncover\ncovering opposed sides, a back face and bottom face of said\nbattery\ncase when\nsaid\nbattery\ncase is received in said terminal base. | 2012-034056 | Japan | 2012-02-20 | Un bloc de batteries comprend un logement de batterie pour recevoir les éléments de batterie pour leur montage dans un véhicule électrique et leur enlèvement de celui-ci. Le logement à batterie comprend une borne qui peut se connecter vers le bas avec une borne de châssis de véhicule dirigée vers le haut. Le montage du logement de batterie dans le véhicule électrique procure également une connexion du bloc de batteries au véhicule électrique. La base du logement de batterie et une partie montage sur le châssis du véhicule coopèrent pour aider au montage et à larrimage du logement de batterie au véhicule tout en permettant une extraction rapide de celle-ci. | True |
| 16 | Patent 3225259 Summary - Canadian Patents Database | CA 3225259 | NaN | ELECTRICVEHICLEFOR HEAVY DUTY APPLICATIONS | VEHICULE ELECTRIQUE APPROPRIE POUR UN USAGE INTENSIF | NaN | OLIVER, JAMES, BACH, RICHARD, SPRAGUE, ANTHONY | NaN | 2021-07-09 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | BLUVEIN INNOVATION PTY. LTD. | WO 2023/279135\nPCT/AU2021/050738\nCLAIMS\n1. An\nelectric\nvehicle\nsuitable for use in heavy duty applications such as\nmining, heavy\nhaulage, earth moving or road maintenance, the\nelectric\nvehicle\ncomprising at\nleast one\nelectric\nmotor for providing motive power to the\nvehicle\n, at least one\nbattery\nfor\nsupplying\nelectricity\nto\nthe at least one\nelectric\nmotor, a connector for connecting to an\nelectrical\nconductor, whereby the\nelectrical\nconductor provides\nelectricity\nto the\nbattery\nand/or\nvehicle\nwhen\nthe connector is\nconnected to the\nelectrical\nconductor, wherein the\nbattery\nhas a power density\nof from 5000 to\n100,000 W/kg and an energy density of from 5 to 1000 Wh/kg.\n2. An\nelectric\nvehicle\nas claimed in claim 1 wherein the\nbattery\ncan be\ndischarged at greater\nthan 2C, or greater than 5C, or greater than 10C, or greater than 20C, or\ngreater than 50C, or\ngreater than 100C, or greater than 200C, or greater than 300C, or greater than\n400C, or even\ngreater than 500C, or wherein the\nbattery\ncan be discharged at up to 600C.\n3. An\nelectric\nvehicle\nas claimed in claim 1 or claim 2 wherein the\nbattery\ncan be charged at\ngreater than 2C, or greater than 5C, or greater than 10C, or greater than 20C,\nor greater than 50C,\nor greater than 100C, or greater than 200C, or greater than 300C, or greater\nthan 400C, or even\ngreater than 500C, or wherein the\nbattery\ncan be charged al up to 600C.\n4. An\nelectric\nvehicle\nas claimed in any one of claims 1 to 3 wherein the\nbattery\nhas a power\ndensity of from 5000 to 1000,000 W/kg, or from 5000 to 90000 W/kg, or from\n5000 to 80000\nW/kg, or from 5000 to 70000 W/kg, or from 5000 to 60000 W/kg, or from 5000 to\n50000 W/kg,\nor from 5000 to 40000 W/kg, or from 5000 to 30000 W/kg, or from 5000 to 20000\nW/kg.\n5. An\nelectric\nvehicle\nas claimed in any one of the preceding claims\nwherein the\nbattery\nhas\nan energy density of from 5 to 1000 Wh/kg, or from 5 to 900 Wh/kg, or from 5\nto 800 Wh/kg, or\nfrom 5 to 700 Wh/kg, or from 5 to 600 Wh/kg, or from 5 to 500 Wh&g, or from 5\nto 400 Wh/kg,\nor from 5 to 300 Wh/kg, or from 5 to 200 Wh/kg, or from 5 to 100 Wh/kg.\n6. An\nelectric\nvehicle\nas claimed in any one of the preceding claims\nwherein the\nbattery\nincludes tungsten oxide\nbattery\nchemistry.\n7. An\nelectric\nvehicle\nas claimed in any one of the preceding claims\nwherein a positive\nelectrode of the\nbattery\ncontains no carbon.\n8. An\nelectric\nvehicle\nas claimed in any one of the preceding claims\nwherein the\nbattery\nhas\na capacity of from60 ¨ 600 kWh, or froin 60-100kWh for smaller haul trucks or\nfrom 100 -\nCA 03225259 2024- 1- 8\nWO 2023/279135\nPCT/AU2021/050738\n21\n600kWh for larger\nvehicles\n, or charge and discharge rates are in the order of\n200kW to 4MW\nand the charge cycle is from 1 minute to 60 minutes, or from 2 minutes to 60\nminutes, or from 5\nminutes to 60 minutes, or from 15-60 minutes.\n9. An\nelectric\nvehicle\nas claimed in any one of the preceding claims\nwherein the\nelectrical\nconductor to which the\nvehicle\ncan\nelectrically\nconnect during driving may\ncomprise a track or\nrail.\n10. An\nelectric\nvehicle\nas claimed in any one of the preceding claims\nwherein the\nelectrical\nconductor comprises a slotted rail, the slotted rail having at least one slot\nwith sidewalls and an\nopening extending along the slot, the slot having a conductive region located\naway from the\nopening of the slot and the\nelectrical\nconnector comprises an\nelectrically\nconductive portion that\nextends into the opening in the slot and comes into\nelectrical\ncontact with\nthe conductive region\nof the slotted rail.\n11. An\nelectric\nvehicle\nas claimed in any one of the preceding claims\nwherein the connector\ncan move away from the\nvehicle\nto connect to the\nelectrical\nconductor and move\ntowards the\nvehicle\nto disconnect from the\nelectrical\nconductor.\n12. An\nelectric\nvehicle\nas claimed in claim 11 wherein the connector on the\nvehicle\ncomprises a connector that extends upwardly to connect to the\nelectrical\nconductor when the\nvehicle\nsenses that it is in close proximity to the\nelectrical\nconductor, or\nthe connector includes a\nconnecting region that connects with the\nelectrical\nconductor and the\nconnecting region can\nmove upwardly and laterally to connect to the\nelectrical\nconductor and can\nmove downwardly\nwhen the\nvehicle\nis no longer in close proximity to the\nelectrical\nconnector.\n13. An\nelectric\nvehicle\nas claimed in claim 11 wherein the connector on the\nvehicle\ncomprises a connector that extends laterally or sideways to connect to the\nelectrical\nconductor\nwhen the\nvehicle\nsenses that it is in close proximity to the\nelectrical\nconductor, or the connector\nincludes a connecting region that connects with the\nelectrical\nconductor and\nthe connecting\nregion can move upwardly and laterally to connect to the\nelectrical\nconductor\nand can move back\ntowards the\nvehicle\nwhen the\nvehicle\nis no longer in close proximity to the\nelectrical\nconnector.\n14. A system for use in heavy duty applications such as mining, heavy\nhaulage, earth moving\nor road maintenance, the system comprising an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising at\nleast one\nelectric\nmotor for providing motive power to the\nvehicle\n, at least\none\nbattery\nfor\nsupplying\nelectricity\nto the at least one\nelectric\nmotor, a connector for\nconnecting to an\nelectrical\nconductor, whereby the\nelectrical\nconductor provides\nelectricity\nto the\nbattery\nand/or at least one\nCA 03225259 2024- 1- 8\nWO 2023/279135\nPCT/AU2021/050738\n22\nelectric\nmotor when the connector is connected to the\nelectrical\nconductor,\nwherein the\nbattery\nhas a power density of from 5000 to 100,000 W/kg and an energy density of from\n5 to 1000\nWhikg, the system further comprising at least one\nelectrical\nconductor mounted\nor positioned\nalong a route traversed by the\nelectric\nvehicle\n, wherein the connector of the\nvehicle\nconnects to\nthe\nelectrical\nconductor when the\nvehicle\nis in close proximity to the\nelectrical\nconductor.\n15. A system as claimed in claim 14 wherein the\nelectrical\nconductor is\nmounted along at\nleast part of a route traversed by the\nelectric\nvehicle\nand at least one\nelectrical\nconductor is\nmounted along one or more inclined sections of the route.\n16. A system as claimed in claim 14 or claim 15 wherein the system is used\nin an\nunderground mine and the al least one\nelectrical\nconductor is mounted to or\nsuspended from a\nroof of the mine, or the\nelectrical\nconductor is mounted above a road surface,\nor the\nelectrical\nconductor is mounted to or suspended from one or more posts or poles, or\nmounted to or\nsuspended from a sidewall, or the at least one\nelectrical\nconductor is located\nalong an inclined\nsection of the mine.\n17. A system as claimed in any one of claims 14 to 16 wherein the\nelectric\nvehicle\ncomprises\nan\nelectric\nvehicle\nas claimed in any one of claims 2 to 13.\nCA 03225259 2024- 1- 8 | NaN | NaN | NaN | Véhicule électrique approprié pour une utilisation dans l'exploitation minière, le véhicule électrique comprenant au moins un moteur électrique destiné à fournir une puissance motrice au véhicule, au moins une batterie destinée à fournir de l'électricité audit moteur électrique, un connecteur destiné à être connecté à un conducteur électrique, le conducteur électrique fournissant ainsi de l'électricité à la batterie et/ou au véhicule lorsque le connecteur est connecté au conducteur électrique, la batterie ayant une densité de puissance de 5 000 à 20 000 W/kg et une densité énergétique de 5 à 100 Wh/kg. La batterie peut comprendre une chimie de batterie à oxyde de tungstène. | True |
| 17 | Patent 2866946 Summary - Canadian Patents Database | CA 2866946 | NaN | POWER SYSTEM OFELECTRICVEHICLE,ELECTRICVEHICLECOMPRISING THE SAME AND METHOD FOR HEATINGBATTERYGROUP OFELECTRICVEHICLE | SYSTEME D'ENERGIE DE VEHICULE ELECTRIQUE, VEHICULE ELECTRIQUE LE COMPRENANT ET PROCEDE DE CHAUFFAGE DE GROUPE DE BATTERIES DE VEHICULE ELECTRIQUE | NaN | WU, XINGCHI, WANG, HONGJUN, XIE, SHIBIN | NaN | 2013-05-22 | DALE & LESSMANN LLP | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A power system of an\nelectric\nvehicle\n, comprising:\na\nbattery\ngroup;\na\nbattery\nheater, connected with the\nbattery\ngroup and configured to charge\nand discharge the\nbattery\ngroup to heat the\nbattery\ngroup;\na\nbattery\nmanagement device, connected with the\nbattery\ngroup and the\nbattery\nheater\nrespectively, configured to control the\nbattery\nheater to heat the\nbattery\ngroup when a temperature\nof the\nbattery\ngroup is lower than a first heating threshold and a residual\nelectric\nquantity of the\nbattery\ngroup is larger than a running\nelectric\nquantity threshold, to obtain\na current throttle depth\nchange rate of the\nelectric\nvehicle\nin real time, and to control the\nbattery\nheater to stop heating the\nbattery\ngroup when the current throttle depth change rate reaches a preset\nthrottle depth change\nrate threshold;\nan\nelectric\ndistribution box, configured to distribute a voltage output by the\nbattery\ngroup;\na motor;\na motor controller, connected with the motor and the\nelectric\ndistribution box\nrespectively,\ncomprising a first input terminal, a second input terminal and a pre-charging\ncapacitor connected\nbetween the first input terminal and the second input terminal, and configured\nto supply power to\nthe motor according to a control command and a voltage distributed by the\nelectric\ndistribution box;\nand\nan isolation inductor, connected between the\nbattery\ngroup and the\nelectric\ndistribution box,\nwherein an inductance of the isolation inductor matches with a capacitance of\nthe pre-charging\ncapacitor.\n2. The power system of claim 1, wherein the inductance L of the isolation\ninductor is\ndetermined by a formula:\nT = 2.pi..sqroot.LC , where T is an equivalent load work cycle of the motor\nand C is the capacitance\nof the pre-charging capacitor.\n3. The power system of claim 1, wherein the\nbattery\nheater is further\nconfigured to perform a\nfailure self-test and to send a test result to the\nbattery\nmanagement device.\n4. The power system of claim 1, wherein the\nbattery\nheater comprises:\na first switch module, a first terminal of the first switch module connected\nwith a first\nelectrode of the\nbattery\ngroup and the isolation inductor respectively;\na first capacitor, a first terminal of the first capacitor connected with a\nsecond terminal of the\nfirst switch module, and a second terminal of the first capacitor connected\nwith a second electrode\nof the\nbattery\ngroup;\na first inductor, a first terminal of the first inductor connected with a node\nbetween the first\nswitch module and the first capacitor; and\na second switch module, a first terminal of the second switch module connected\nwith a\nsecond terminal of the first inductor, and a second terminal of the second\nswitch module connected\nwith the second electrode of the\nbattery\ngroup,\nwherein a control terminal of the first switch module and a control terminal\nof the second\nswitch module are connected with the\nbattery\nmanagement device, and the\nbattery\nmanagement\ndevice sends a heating signal to the control terminal of the first switch\nmodule and the control\nterminal of the second switch module to control the first switch module and\nthe second switch\nmodule to turn on in turn so as to generate a charge current and a discharge\ncurrent in turn, in\nwhich the first switch module is on when the second switch module is off, and\nthe first switch\nmodule is off when the second switch module is on.\n5. The power system of claim 4, wherein\nbattery\nheater further comprises a\ncooling assembly\nconfigured to cool the first switch module and the second switch module.\n6. The power system of claim 5, wherein the cooling assembly comprises:\na coolant channel arranged in the\nbattery\nheater; and\na fan arranged at one end of the wind channel.\n7. The power system of claim 5, wherein the cooling assembly comprises:\na coolant channel arranged in the\nbattery\nheater; and\na coolant inlet and a coolant outlet arranged in the\nbattery\nheater.\n8. The power system of claim 1, wherein the\nbattery\nheater further comprises a\npower\nconnector configured to connect and fasten a power cable connected to the\nbattery\ngroup.\n9. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto control the\nbattery\nheater to continue heating the\nbattery\ngroup when the\ncurrent throttle depth\nchange rate is lower than the preset throttle depth change rate threshold.\n10. The power system of claim 1, wherein the\nelectric\ndistribution box\ncomprises:\na primary contactor, configured to distribute the voltage output by the\nbattery\ngroup to a\n21\npower consumption equipment of the\nelectric\nvehicle\n; and\na pre-contactor, connected with the first input terminal or the second input\nterminal of the\nmotor controller, and configured to charge the pre-charging capacitor under a\ncontrol of the\nbattery\nmanagement device before the motor controller controls the motor to start.\n11. An\nelectric\nvehicle\ncomprising a power system of any one of claims 1-10.\n12. A method for heating a\nbattery\ngroup of an\nelectric\nvehicle\n, comprising:\ndetecting a temperature and a residual\nelectric\nquantity of the\nbattery\ngroup;\nif the temperature of the\nbattery\ngroup is lower than a first heating\nthreshold and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a running\nelectric\nquantity threshold,\ncontrolling a\nbattery\nheater to heat the\nbattery\ngroup;\nobtaining a current throttle depth change rate of the\nelectric\nvehicle\nin real\ntime when the\nbattery\ngroup is heated;\ncontrolling the\nbattery\nheater to stop heating the\nbattery\ngroup when the\ncurrent throttle depth\nchange rate of the\nelectric\nvehicle\nreaches a preset throttle depth change\nrate threshold; and\nif the temperature of the\nbattery\ngroup is lower than the first heating\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than the running\nelectric\nquantity threshold,\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis\ninhibited from being driven.\n13. The method of claim 12, further comprising:\nperforming a failure self-test for the\nbattery\nheater; and\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis inhibited from being driven if a failure is detected in the\nbattery\nheater.\n14. The method of claim 12, further comprising:\njudging whether a heating button is pressed;\nif yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup; and\nif no, indicating the\nbattery\ngroup is inhibited from being heated or charged\nand the\nelectric\nvehicle\nis inhibited from being driven.\n15. The method of claim 14, further comprising:\njudging whether the heating button is pressed again and held for a preset\ntime; and\nif yes, indicating the\nbattery\ngroup is inhibited from being heated or charged\nand the\nelectric\nvehicle\nis inhibited from being driven.\n22\n16. The method of claim 12, further comprising:\ncalculating a current temperature of the\nbattery\ngroup and a current residual\nelectric\nquantity\nof the\nbattery\ngroup;\ncalculating a maximum output power of the\nbattery\ngroup according to the\ncurrent\ntemperature of the\nbattery\ngroup and the current residual\nelectric\nquantity of\nthe\nbattery\ngroup; and\ncontrolling the\nelectric\nvehicle\nto run under a limited power according to the\nmaximum output\npower of the\nbattery\ngroup.\n17. The method of claim 12, further comprising: controlling the\nbattery\nheater\nto stop heating\nthe\nbattery\ngroup when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than the first heating\nthreshold;\na temperature of any single\nbattery\nin the\nbattery\ngroup is higher than a\nsecond heating\nthreshold, wherein the second heating threshold is larger than the first\nheating threshold; and\na continuous heating time of the\nbattery\nheater is larger than a heating time\nthreshold.\n23 | 201210160616.6 | China | 2012-05-22 | L'invention concerne un système d'énergie d'un véhicule électrique, un véhicule électrique le comprenant et un procédé de chauffage d'un groupe de batteries du véhicule électrique. Le système d'énergie comprend : un groupe de batteries (101), un chauffage de batterie (102) connecté au groupe de batteries; un dispositif de gestion de batterie (103) configuré pour commander le chauffage de batterie afin de chauffer le groupe de batteries lorsqu'une température du groupe de batteries est inférieure à un premier seuil de chauffage et une quantité électrique résiduelle du groupe de batteries est supérieure à un seuil de quantité électrique en déplacement, pour obtenir un taux de changement de profondeur d'accélérateur actuel d'un véhicule électrique en temps réel, et pour commander le chauffage de batterie afin d'arrêter le chauffage du groupe de batteries lorsque le taux de changement de profondeur d'accélérateur actuel atteint un seuil de taux de changement de profondeur d'accélérateur préétabli; une boîte de distribution électrique (104), un moteur (105); un contrôleur de moteur (106); et un inducteur d'isolation (L2). | True |
| 18 | Patent 3166421 Summary - Canadian Patents Database | CA 3166421 | NaN | SYSTEM AND METHOD FOR RECHARGING ANELECTRICVEHICLE | SYSTEME ET PROCEDE DE RECHARGE D'UN VEHICULE ELECTRIQUE | NaN | LEVESQUE, DANIEL | NaN | 2021-10-22 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | PBSC SOLUTIONS URBAINES INC. | WO 2022/082314\nPCT/CA2021/051488\nCLAIMS:\n1. A\nvehicle\nconnector assembly mountable to or formed integral with an\nelectric\nvehicle\ncomprising a\nvehicle\ncomponent management system\nand a\nbattery\nelectrically\ncouplable with the\nvehicle\nconnector assembly,\nthe\nvehicle\nconnector assembly being engageable with a docking\nconnector assembly\nelectrically\ncoupled with a power source and\ncomprising a docking communication system, wherein the\nvehicle\nconnector assembly comprises:\na\nbattery\n-charging interface\nelectrically\ncouplable with the power\nsource via the docking connector assembly to charge the\nbattery\nof the\nelectric\nvehicle\n; and\na\nvehicle\ncommunication system to receive\nvehicle\ninformation from\nthe\nvehicle\ncomponent management system of the\nelectric\nvehicle\nand send said\nvehicle\ninformation to the docking\ncommunication system, the\nvehicle\ncommunication system\nusing a connector-\nvehicle\ncommunication protocol to receive\nthe\nvehicle\ninformation from the\nvehicle\ncomponent\nmanagement system and wherein the docking\ncommunication system uses a dock-connector\ncommunication protocol to receive the\nvehicle\ninformation\nfrom the\nvehicle\ncommunication system, the dock-connector\ncommunication protocol being different from the connector-\nvehicle\ncommunication protocol;\nwherein the\nvehicle\nconnector assembly is configurable into a charging\nconfiguration when engaged with the docking connector assembly,\nwherein a charging current of the power source is provided to the\nbattery\nof the\nelectric\nvehicle\nbased on the\nvehicle\ninformation\nreceived by the docking communication system.\n2. The assembly according to claim 1, wherein the\nvehicle\nconnector\nassembly is configurable into a locked configuration with the docking\n!81 - 29 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\nconnector assembly, the\nvehicle\nconnector assembly being configurable\ninto the charging configuration when the docking and\nvehicle\nconnector\nassemblies are configured together into the locked configuration.\n3. The assembly according to claim 1 or 2, wherein the\nvehicle\nconnector\nassembly comprises a connector assembly communication interface\nconfigured to communicate with a dock communication interface of the\ndocking communication system.\n4. The assembly according to claim 3, wherein the connector assembly\ncommunication interface comprises a Radio Frequency Identification\n(RFID) configured to exchange data wirelessly with a corresponding\nRFID interface provided in the dock communication interface.\n5. The assembly according to claim 3 or 4, wherein the connector assembly\ncommunication interface is configured to communicate with the dock\ncommunication interface using the dock-connector communication\nprotocol.\n6. The assembly according to claim 5, wherein the\nvehicle\ncommunication\nsystem comprises a\nvehicle\ncommunication interface for communicating\nwith the\nvehicle\ncomponent management system using the connector-\nvehicle\ncommunication protocol.\n7. The assembly according to claim 6, wherein the\nvehicle\ncommunication\ninterface comprises a wired connection to a data bus associated with the\nelectric\nvehicle\n.\n8. The assembly according to claim 6 or 7, wherein the\nvehicle\ncommunication system comprises a controller operatively coupled to the\nvehicle\ncommunication interface and the connector assembly\ncommunication interface to convert the connector-\nvehicle\ncommunication\nprotocol into the dock-connector communication protocol and vice-versa,\n!81 - 30 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\nto allow transmission of data between the\nelectric\nvehicle\nand the docking\nconnector assembly.\n9. The assembly according to claim 8, wherein the controller is configured\nto operate the\nvehicle\ncommunication interface to communicate with the\nelectric\nvehicle\nusing a first interface type and to operate the connector\nassembly communication interface to communicate with the docking\nconnector assembly using a second interface type different from the first\ninterface type.\n10. The assembly according to claim 8 or 9, wherein the\nelectric\nvehicle\ncomprises a\nbattery\nmanagement system and wherein the controller is\nconfigured to relay data from the\nbattery\nmanagement system to the\ndocking connector assembly to at least one of initiate and monitor a\ncharging status of the\nbattery\n.\n11. The assembly according to any one of claims 1 to 10, wherein the\nvehicle\ncommunication system comprises a serial transceiver for communicating\nwith a data bus associated with the\nelectric\nvehicle\n.\n12. The assembly according to claim 11, wherein the serial transceiver\ncomprises a Controller Area Network (CAN) bus transceiver for\ncommunicating with a CAN bus onboard the\nelectric\nvehicle\n.\n13. The assembly according to claim 11, wherein the serial transceiver\ncomprises a Universal Asynchronous Receiver/Transmitter (UART).\n14. The assembly according to any one of claims 11 to 13, wherein the\nserial\ntransceiver is a bidirectional transceiver.\n15. The assembly according to any one of claims 1 to 14, wherein the\nbattery\n-\ncharging interface comprises a unidirectional current-conducting member\nforming a\nbattery\npower feedback protection.\n!81 - 31 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\n16. The assembly according to claim 15, wherein the unidirectional current-\nconducting member comprises an ideal diode circuitry.\n17. The assembly according to any one of claims 1 to 16, wherein the\nvehicle\nconnector assembly comprises a computer-readable medium associated\nwith the\nelectric\nvehicle\n, and wherein the docking communication system\nis configured to read\nvehicle\ninformation from the computer-readable\nmedium.\n18. The assembly according to claim 17, wherein the computer-readable\nmedium comprises an identification tag.\n19. The assembly according to claim 18, wherein the identification tag\ncomprises an RFID tag.\n20. The assembly according to any one of claims 1 to 19, wherein the\nvehicle\ninformation comprises at least one of a\nbattery\nactual voltage, a\nbattery\nactual state of charge, a\nbattery\nactual temperature, a\nbattery\nend of\ncharge voltage setpoint and a\nbattery\ncharge current setpoint.\n21. A\nbattery\n-charging system, comprising:\na docking connector assembly mountable to or formed integral with a\nvehicle\n-docking station\nelectrically\ncoupled with a power source, the\ndocking connector assembly being\nelectrically\ncouplable with the\npower source and comprising a docking communication system;\na\nvehicle\nconnector assembly mountable to or formed integral with an\nelectric\nvehicle\ncomprising a\nvehicle\ncomponent management\nsystem and a\nbattery\nelectrically\ncouplable with the\nvehicle\nconnector assembly, the\nvehicle\nconnector assembly and the\ndocking connector assembly being engageable with each other, the\nvehicle\nconnector assembly comprising:\n!81 - 32 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\na\nbattery\n-charging interface\nelectrically\ncouplable with the power\nsource via the docking connector assembly to charge the\nbattery\nof the\nelectric\nvehicle\n; and\na\nvehicle\ncommunication system to receive\nvehicle\ninformation from\nthe\nvehicle\ncomponent rnanagernent system of the\nelectric\nvehicle\nand send said\nvehicle\ninformation to the docking\ncommunication system;\nwherein the\nvehicle\ncommunication system uses a connector-\nvehicle\ncommunication protocol to receive the\nvehicle\ninformation from the\nvehicle\ncomponent management system; and\nwherein the docking communication system uses a dock-connector\ncommunication protocol to receive the\nvehicle\ninformation from the\nvehicle\ncommunication system, the dock-connector communication\nprotocol being different from the connector-\nvehicle\ncommunication\nprotocol;\nwherein the\nbattery\n-charging system is configurable into a charging\nconfiguration when the docking and\nvehicle\nconnector assemblies\nare engaged with each other, wherein a charging current of the\npower source is provided to the\nbattery\nof the\nelectric\nvehicle\nbased\non the\nvehicle\ninformation received by the docking communication\nsystem.\n22. The system according to claim 21, wherein the\nvehicle\nconnector\nassembly and the docking connector assembly are configurable together\ninto a locked configuration, the\nbattery\n-charging system being\nconfigurable into the charging configuration when the docking and\nvehicle\nconnector assemblies are configured together into the locked\nconfiguration.\n23. The system according to claim 21 or 22, wherein the docking\ncommunication system comprises a dock communication interface\n!81 - 33 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\nconfigured to communicate with a corresponding connector assernbly\ncommunication interface provided on the\nvehicle\nconnector assembly.\n24. The system according to claim 23, wherein the dock communication\ninterface comprises a Radio Frequency Identification (RFID) interface\nconfigured to exchange data wirelessly with a corresponding RFID\ninterface provided in the connector assembly communication interface.\n25. The system according to claim 23 or 24, wherein the dock communication\ninterface and the connector assembly communication interface are\nconfigured to communicate using the dock-connector communication\nprotocol.\n26. The system according to claim 25, wherein the\nvehicle\ncommunication\nsystem comprises a\nvehicle\ncomrnunication interface for communicating\nwith the\nvehicle\ncomponent management system using the connector-\nvehicle\ncommunication protocol.\n27. The system according to claim 26, wherein the\nvehicle\ncommunication\ninterface comprises a wired connection to a data bus associated with the\nelectric\nvehicle\n.\n28. The system according to claim 26 or 27, wherein the\nvehicle\ncommunication systern cornprises a controller operatively coupled to the\nvehicle\ncommunication interface and the connector assernbly\ncommunication interface to convert the connector-\nvehicle\ncommunication\nprotocol into the dock-connector communication protocol and vice-versa,\nto allow transmission of data between the\nelectric\nvehicle\nand the\nvehicle\n-\ndocking station.\n29. The system according to claim 28, wherein the controller is configured\nto\noperate the\nvehicle\ncommunication interface to communicate with the\nelectric\nvehicle\nusing a first interface type and to operate the connector\nassembly communication interface to cornmunicate with the\nvehicle\n-\n!81 - 34 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\ndocking station using a second interface type different from the first\ninterface type.\n30. The system according to claim 28 or 29, wherein the\nelectric\nvehicle\ncomprises a\nbattery\nmanagement system and wherein the controller is\nconfigured to relay data from the\nbattery\nmanagement system to the\ndocking connector assembly to at least one of initiate and monitor a\ncharging status of the\nbattery\n.\n31. The system according to any one of claims 21 to 30, wherein the\nvehicle\ncommunication system comprises a serial transceiver for communicating\nwith a data bus associated with the\nelectric\nvehicle\n.\n32. The system according to claim 31, wherein the serial transceiver\ncomprises a Controller Area Network (CAN) bus transceiver for\ncommunicating with a CAN bus onboard the\nelectric\nvehicle\n.\n33. The system according to claim 31, wherein the serial transceiver\ncomprises a Universal Asynchronous Receiver/Transmitter (UART).\n34. The system according to any one of claims 31 to 33, wherein the serial\ntransceiver is a bidirectional transceiver.\n35. The system according to any one of claims 21 to 34, wherein the\nbattery\n-\ncharging interface comprises a unidirectional current-conducting member\nforming a\nbattery\npower feedback protection.\n36. The system according to claim 35, wherein the unidirectional current-\nconducting member comprises an ideal diode circuitry.\n37. The system according to any one of claims 21 to 36, wherein the docking\nconnector assembly comprises a proximity detector to detect when the\nelectric\nvehicle\nis in the vicinity of the\nvehicle\n-docking station.\n!81 - 35 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\n38. The system according to claim 37, wherein the proximity detector\ncomprises a reed switch and the\nelectric\nvehicle\ncomprises a magnetic\nelement, the reed switch being activatable by said magnetic element to\ndetect when the\nelectric\nvehicle\nis in the vicinity of the\nvehicle\n-docking\nstation.\n39. The system according to any one of claims 21 to 38, wherein the\nvehicle\nconnector assembly comprises a computer-readable medium associated\nwith the\nvehicle\n, and wherein the docking communication systern is\nconfigured to read\nvehicle\ninforrnation from the computer-readable\nmedium.\n40. The system according to claim 39, wherein the computer-readable\nmedium comprises an identification tag.\n41. The system according to claim 40, wherein the identification tag\ncomprises an RFID tag.\n42. The system according to any one of claims 21 to 41, wherein the\nvehicle\ninformation comprises at least one of a\nbattery\nactual voltage, a\nbattery\nactual state of charge, a\nbattery\nactual temperature, a\nbattery\nend of\ncharge voltage setpoint and a\nbattery\ncharge current setpoint.\n43. A\nvehicle\nconnector assembly mountable to or formed integral with an\nelectric\nvehicle\ncomprising a\nvehicle\ncomponent management system\nand a\nbattery\nelectrically\ncouplable with the\nvehicle\nconnector assembly,\nthe\nvehicle\nconnector assembly being configurable into a locked\nconfiguration with a docking connector assembly\nelectrically\ncoupled with\na power source and comprising a docking communication system,\nwherein the\nvehicle\nconnector assembly comprises:\na\nbattery\n-charging interface\nelectrically\ncouplable with the power\nsource via the docking connector assembly to charge the\nbattery\nof the\nelectric\nvehicle\n; and\n!81 - 36 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\na\nvehicle\ncommunication system to receive\nvehicle\ninformation from\nthe\nvehicle\ncomponent rnanagernent system of the\nelectric\nvehicle\nand send said\nvehicle\ninformation to the docking\ncommunication system, the\nvehicle\ncommunication system\nusing a connector-\nvehicle\ncommunication protocol to receive\nthe\nvehicle\ninformation from the\nvehicle\ncomponent\nmanagement system and wherein the docking\ncommunication system uses a dock-connector\ncommunication protocol to receive the\nvehicle\ninformation\nfrom the\nvehicle\ncommunication system;\nwherein the\nvehicle\nconnector assembly is configurable into a charging\nconfiguration when in the locked configuration with the docking\nconnector assembly, wherein a charging current of the power\nsource is provided to the\nbattery\nof the\nelectric\nvehicle\nbased on the\nvehicle\ninformation received by the docking communication system.\n44. The assembly according to claim 43, wherein the dock-connector\ncommunication protocol is different from the connector-\nvehicle\ncommunication protocol.\n45. The assembly according to claim 43 or 44, wherein the\nvehicle\nconnector\nassembly comprises a connector assembly communication interface\nconfigured to communicate with a dock communication interface of the\ndocking communication system.\n46. The assembly according to claim 45, wherein the\nvehicle\ncommunication\nsystem comprises a\nvehicle\ncomrnunication interface for communicating\nwith the\nvehicle\ncomponent management system using the connector-\nvehicle\ncommunication protocol.\n47. The assembly according to claim 46, wherein the\nvehicle\ncommunication\nsystem comprises a controller operatively coupled to the\nvehicle\ncommunication interface and the connector assembly communication\n!81 - 37 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\ninterface to convert the connector-\nvehicle\ncommunication protocol into\nthe dock-connector communication protocol and vice-versa, to allow\ntransmission of data between the\nelectric\nvehicle\nand the docking\nconnector assembly.\n48. The assembly according to any one of claims 43 to 47, wherein the\nvehicle\ncommunication systern comprises a serial transceiver for\ncommunicating with a data bus associated with the\nelectric\nvehicle\n.\n49. A locking and\nbattery\n-charging system, comprising:\na docking connector assembly mountable to or formed integral with a\nvehicle\n-docking station\nelectrically\ncoupled with a power source, the\ndocking connector assembly being\nelectrically\ncouplable with the\npower source and comprising a docking communication system;\na\nvehicle\nconnector assembly mountable to or formed integral with an\nelectric\nvehicle\ncomprising a\nvehicle\ncomponent management\nsystem and a\nbattery\nelectrically\ncouplable with the\nvehicle\nconnector assembly, the\nvehicle\nconnector assembly and the\ndocking connector assembly being configurable together in a locked\nconfiguration, the\nvehicle\nconnector assembly comprising:\na\nbattery\n-charging interface\nelectrically\ncouplable with the power\nsource via the docking connector assembly to charge the\nbattery\nof the\nelectric\nvehicle\n; and\na\nvehicle\ncommunication system to receive\nvehicle\ninformation from\nthe\nvehicle\ncomponent management system of the\nelectric\nvehicle\nand send said\nvehicle\ninformation to the docking\ncommunication system;\nwherein the\nvehicle\ncommunication system uses a connector-\nvehicle\ncommunication protocol to receive the\nvehicle\ninformation from the\nvehicle\ncomponent management system; and\n!81 - 38 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\nwherein the docking communication system uses a dock-connector\ncommunication protocol to receive the\nvehicle\ninformation from the\nvehicle\ncommunication system;\nwherein the\nbattery\n-charging system is configurable into a charging\nconfiguration when the docking and\nvehicle\nconnector assemblies\nare configured in the locked configuration, wherein a charging\ncurrent of the power source is provided to the\nbattery\nof the\nelectric\nvehicle\nbased on the\nvehicle\ninformation received by the docking\ncommunication system.\n50. The system according to claim 49, wherein the dock-connector\ncommunication protocol is different from the connector-\nvehicle\ncommunication protocol.\n51. The system according to claim 49 or 50, wherein the\nvehicle\nconnector\nassembly comprises a connector assernbly communication interface\nconfigured to communicate with a dock communication interface of the\ndocking communication system.\n52. The system according to claim 51, wherein the\nvehicle\ncommunication\nsystem comprises a\nvehicle\ncommunication interface for communicating\nwith the\nvehicle\ncomponent management system using the connector-\nvehicle\ncornmunication protocol.\n53. The system according to claim 52, wherein the\nvehicle\ncommunication\nsystem comprises a controller operatively coupled to the\nvehicle\ncommunication interface and the connector assembly communication\ninterface to convert the connector-\nvehicle\ncommunication protocol into\nthe dock-connector communication protocol and vice-versa, to allow\ntransmission of data between the\nelectric\nvehicle\nand the docking\nconnector assembly.\n!81 - 39 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\n54. The system according to any one of claims 49 to 53, wherein the\nvehicle\ncommunication system comprises a serial transceiver for communicating\nwith a data bus associated with the\nelectric\nvehicle\n.\n55. A\nvehicle\nrack system\nelectrically\ncoupled with a power source, the\nvehicle\nrack system cornprising:\nat least one\nelectric\nvehicle\ncomprising:\na\nbattery\n;\na\nvehicle\ncomponent management system; and\na\nvehicle\nconnector assembly comprising:\na\nbattery\n-charging interface\nelectrically\ncoupled with the\nbattery\n; and\na\nvehicle\ncommunication system to receive\nvehicle\ninformation from the\nvehicle\ncomponent management\nsystem;\nat least one\nvehicle\ndocking station comprising a docking connector\nassembly having:\na\nvehicle\n-charging module operable to receive\nelectrical\npower from\nthe power source and to selectively provide an\nelectric\ncurrent of the power source to said at least one\nelectric\nvehicle\ndocked therewith via the\nbattery\n-charging interface\nthereof when the docking connector assernbly and the\nvehicle\nconnector assembly are engaged with each other;\na docking communication system operable to receive said\nvehicle\ninformation from the\nvehicle\ncommunication system when\nsaid\nvehicle\nconnector assembly of said at least one\nelectric\nvehicle\nand the docking connector assembly are engaged\nwith each other; and\na charging controller operatively coupled with the docking\ncommunication system and configured for selectively\n!81 - 40 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\nproviding said\nelectric\ncurrent to said at least one\nelectric\nvehicle\ndocked therewith based on the\nvehicle\ninformation;\nwherein the\nvehicle\ncommunication system uses a connector-\nvehicle\ncommunication protocol to receive the\nvehicle\ninformation from the\nvehicle\ncomponent management system; and\nwherein the docking communication system uses a dock-connector\ncommunication protocol to receive the\nvehicle\ninformation from the\nvehicle\ncommunication system, the dock-connector communication\nprotocol being different from the connector-\nvehicle\ncommunication\nprotocol.\n56.\nA method for charging an\nelectric\nvehicle\nengaged with a\nvehicle\n-docking\nstation, the\nelectric\nvehicle\ncomprising a\nbattery\n, a\nvehicle\ncomponent\nmanagement system and a\nvehicle\nconnector assembly comprising a\nbattery\n-charging interface\nelectrically\ncoupled with the\nbattery\nand a\nvehicle\ncommunication system to receive\nvehicle\ninformation from the\nvehicle\ncomponent management system, wherein the\nvehicle\n-docking\nstation comprises a docking connector assembly having a docking\ncommunication system and a\nvehicle\n-charging module operable to\nreceive\nelectrical\npower from a power source, the method comprising:\nengaging the\nelectric\nvehicle\nwith the\nvehicle\n-docking station;\nconnecting the docking connector assembly and the\nvehicle\nconnector\nassembly together;\nsending the\nvehicle\ninformation to the docking communication system via\nthe\nvehicle\ncommunication system using a connector-\nvehicle\ncommunication protocol to receive the\nvehicle\ninformation from the\nvehicle\ncomponent management system and via the docking\ncommunication system using a dock-connector communication\nprotocol to receive the\nvehicle\ninformation from the\nvehicle\ncommunication system, the dock-connector communication\nprotocol being different from the connector-\nvehicle\ncommunication\nprotocol;\n!81 - 41 -\nCA 03166421 2022- 7- 28\nWO 2022/082314\nPCT/CA2021/051488\ncomparing the\nvehicle\ninformation to predetermined\nvehicle\ncharging\nconditions via a charging controller of the docking connector\nassembly; and\nif the\nvehicle\ninformation corresponds to the predetermined\nvehicle\ncharging conditions,\nelectrically\ncoupling the\nvehicle\n-charging\nmodule of the docking connector assembly with the\nbattery\n-\ncharging interface of the\nvehicle\nconnector assembly to charge the\nbattery\nof the\nelectric\nvehicle\n.\n57.\nThe method according to claim 56, wherein the charging of the\nbattery\nof\nthe\nelectric\nvehicle\nupon\nelectrically\ncoupling the\nvehicle\n-charging\nmodule of the docking connector assembly with the\nbattery\n-charging\ninterface of the\nvehicle\nconnector assembly has charging parameters,\nsaid charging parameters being based on the\nvehicle\ninformation.\n>_81 - 42 -\nCA 03166421 2022- 7- 28 | 63/104,881 | United States of America | 2020-10-23 | La présente invention concerne un système de charge de batterie, comprenant un ensemble connecteur d'accueil pouvant être monté sur une station d'accueil de véhicule électriquement couplée à une source d'alimentation, l'ensemble connecteur d'accueil comprenant un système de communication d'accueil ; un ensemble connecteur de véhicule pouvant être monté sur un véhicule électrique comprenant une batterie et pouvant être couplé électriquement à celle-ci, l'ensemble connecteur de véhicule pouvant venir en prise avec l'ensemble connecteur d'accueil et comprenant : une interface de charge de batterie pouvant être électriquement couplée à la source d'alimentation par l'intermédiaire de l'ensemble connecteur d'accueil pour charger la batterie du véhicule ; et un système de communication de véhicule pour recevoir des informations de véhicule provenant du véhicule électrique et transmettre lesdites informations de véhicule au système de communication d'accueil. L'invention concerne également un procédé correspondant de charge d'un véhicule électrique. | True |
| 19 | Patent 2866939 Summary - Canadian Patents Database | CA 2866939 | NaN | POWER SYSTEM OFELECTRICVEHICLE,ELECTRICVEHICLECOMPRISING THE SAME AND METHOD FOR HEATINGBATTERYGROUP OFELECTRICVEHICLE | SYSTEME D'ALIMENTATION DE VEHICULE ELECTRIQUE, VEHICULE ELECTRIQUE COMPRENANT CELUI-CI ET PROCEDE DE CHAUFFAGE DE GROUPE DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | WU, XINGCHI, WANG, HONGJUN, XIE, SHIBIN | NaN | 2013-05-22 | DALE & LESSMANN LLP | English | BYD COMPANY LIMITED | 27\nWHAT IS CLAIMED IS:\n1. A power system of an\nelectric\nvehicle\n, comprising:\na\nbattery\ngroup;\na\nbattery\nheater, connected with the\nbattery\ngroup and configured to charge\nand discharge the\nbattery\ngroup to heat the\nbattery\ngroup;\na\nbattery\nmanagement device, connected with the\nbattery\ngroup and the\nbattery\nheater\nrespectively, and configured to control the\nbattery\nheater to heat the\nbattery\ngroup intermittently\nwhen a temperature of the\nbattery\ngroup is lower than a first temperature\nthreshold and a residual\nelectric\nquantity of the\nbattery\ngroup is larger than an\nelectric\nquantity\nthreshold;\nan\nelectric\ndistribution box, configured to distribute a voltage output by the\nbattery\ngroup;\na motor;\na motor controller, connected with the motor and the\nelectric\ndistribution box\nrespectively,\ncomprising a first input terminal, a second input terminal and a pre-charging\ncapacitor connected\nbetween the first input terminal and the second input terminal, and configured\nto supply power to\nthe motor according to a control command and a voltage distributed by the\nelectric\ndistribution box;\nand\nan isolation inductor, connected between the\nbattery\ngroup and the\nelectric\ndistribution box,\nwherein an inductance of the isolation inductor matches with a capacitance of\nthe pre-charging\ncapacitor.\n2. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto judge whether a heating time reaches a first preset time and to control the\nbattery\nheater to\nsuspend heating the\nbattery\ngroup when the heating time reaches the first\npreset time.\n3. The power system of claim 2, wherein after controlling the\nbattery\nheater\nto suspend\nheating the\nbattery\ngroup, the\nbattery\nmanagement device is further configured\nto calculate a\nsuspension time and control the\nbattery\nheater to heat the\nbattery\ngroup when\nthe suspension time\nreaches a second preset time.\n4. The power system of claim 1, further comprising:\na heating button, connected with the\nbattery\nmanagement device, wherein the\nbattery\nmanagement device sends a heating signal to the\nbattery\nheater to control the\nbattery\nheater to heat\nthe\nbattery\ngroup when the heating button is pressed.\n5. The power system of claim 4, wherein the\nbattery\nmanagement device is\nfurther configured\n28\nto: after controlling the\nbattery\nheater to heat the\nbattery\ngroup, if the\nheating button is pressed\nagain, judge whether an operation of pressing the heating button satisfies a\npreset condition, if yes,\nindicate the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis\ninhibited from being driven.\n6. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto select a corresponding heating power according to the temperature of the\nbattery\ngroup, and to\ncontrol the\nbattery\nheater to heat the\nbattery\ngroup with the selected heating\npower.\n7. The power system of claim 1, wherein an inductance L of the isolation\ninductor is\ndetermined by a formula:\n<img/> , where T is an equivalent load work cycle of the motor and C is the\ncapacitance\nof the pre-charging capacitor.\n8. The power system of claim 1, the\nbattery\nheater is further configured to\nperform a failure\nself-test and send a test result to the\nbattery\nmanagement device.\n9. The power system of claim 1 or 4, wherein the\nbattery\nheater comprises:\na first switch module, a first terminal of the first switch module connected\nwith a first\nelectrode of the\nbattery\ngroup and the isolation inductor respectively;\na first capacitor, a first terminal of the first capacitor connected with a\nsecond terminal of the\nfirst switch module, and a second terminal of the first capacitor connected\nwith a second electrode\nof the\nbattery\ngroup;\na first inductor, a first terminal of the first inductor connected with a node\nbetween the first\nswitch module and the first capacitor; and\na second switch module, a first terminal of the second switch module connected\nwith a\nsecond terminal of the first inductor, and a second terminal of the second\nswitch module connected\nwith the second electrode of the\nbattery\ngroup, wherein a control terminal of\nthe first switch\nmodule and a control terminal of the second switch module are connected with\nthe\nbattery\nmanagement device, and the\nbattery\nmanagement device sends the heating signal\nto the control\nterminal of the first switch module and the control terminal of the second\nswitch module to control\nthe first switch module and the second switch module to turn on in turn so as\nto generate a charge\ncurrent and a discharge current in turn, in which the first switch module is\non when the second\nswitch module is off, and the first switch module is off when the second\nswitch module is on.\n10. The power system of claim 1, wherein the\nbattery\nheater further comprises:\na cooling\n29\nassembly configured to cool the first switch module and the second switch\nmodule.\n11. The power system of claim 10, wherein the cooling assembly comprises:\na wind channel arranged in the\nbattery\nheater; and\na fan arranged at one end of the wind channel.\n12. The power system of claim 10, wherein the cooling assembly comprises:\na coolant channel arranged in the\nbattery\nheater; and\na coolant inlet and a coolant outlet arranged in the\nbattery\nheater\nrespectively.\n13. The power system of claim 1, wherein the\nbattery\nheater further comprises\na power\nconnector configured to connect and fasten a power cable connected to the\nbattery\ngroup.\n14. The power system of claim 1, wherein the\nelectric\ndistribution box\ncomprises:\na primary contactor, configured to distribute the voltage output by the\nbattery\ngroup to a\npower consumption equipment of the\nelectric\nvehicle\n; and\na pre-contactor, connected with the first input terminal or the second input\nterminal of the\nmotor controller, and configured to charge the pre-charging capacitor under a\ncontrol of the\nbattery\nmanagement device before the motor controller controls the motor to start.\n15. An\nelectric\nvehicle\ncomprising a power system of any of claims 1-14.\n16. A method for heating a\nbattery\ngroup of an\nelectric\nvehicle\n, comprising:\ndetecting a temperature and a residual\nelectric\nquantity of the\nbattery\ngroup;\nif the temperature of the\nbattery\ngroup is lower than a first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than an\nelectric\nquantity threshold,\ncontrolling a\nbattery\nheater to heat the\nbattery\ngroup intermittently; and\nif the temperature of the\nbattery\ngroup is lower than the first temperature\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than the\nelectric\nquantity threshold,\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis\ninhibited from being driven.\n17. The method of claim 16, further comprising:\njudging whether a heating time reaches a first preset time; and\ncontrolling the\nbattery\nheater to suspend heating the\nbattery\ngroup when the\nheating time\nreaches the first preset time.\n18. The method of claim 17, further comprising:\ncalculating a suspension time;\n30\njudging whether the suspension time reaches a second preset time; and\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup when the suspension\ntime reaches the\nsecond preset time.\n19. The method of claim 16, further comprising:\njudging whether a heating button is pressed;\nif yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup; and\nif no, indicating the\nbattery\ngroup is inhibited from being heated or charged\nand the\nelectric\nvehicle\nis inhibited from being driven.\n20. The method of claim 19, further comprising:\nif the heating button is pressed again, judging whether an operation of\npressing the heating\nbutton again satisfies a preset condition, and if yes, indicating the\nbattery\ngroup is inhibited from\nbeing heated or charged and the\nelectric\nvehicle\nis inhibited from being\ndriven.\n21. The method of claim 16, further comprising:\nselecting a corresponding heating power according to the temperature of the\nbattery\ngroup;\nand\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup with the selected\nheating power.\n22. The method of claim 16, further comprising: before controlling the\nbattery\nheater to heat\nthe\nbattery\ngroup, controlling a pre-contactor in the\nelectric\ndistribution\nbox to switch on to charge\nthe pre-charging capacitor, and switching off the pre-contactor after the pre-\ncharging capacitor is\ncharged.\n23. The method of claim 16, further comprising:\nperforming a failure self-test and sending a test result to a\nbattery\nmanagement device; and\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis inhibited from being driven when the test result shows a failure.\n24. The method of claim 16, further comprising:\nbefore controlling the\nbattery\nheater to heat the\nbattery\ngroup, judging\nwhether a heating\ncommand is received, if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup; and if no,\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis\ninhibited from being driven when the test result shows a failure.\n25. The method of claim 16, further comprising:\ncalculating a current temperature and a current residual\nelectric\nquantity of\nthe\nbattery\ngroup;\n31\ncalculating a maximum output power of the\nbattery\ngroup according to the\ncurrent\ntemperature and the current residual\nelectric\nquantity of the\nbattery\ngroup;\nand\ncontrolling the\nelectric\nvehicle\nto run under a limited power according to the\nmaximum output\npower of the\nbattery\ngroup.\n26. The method of claim 16, further comprising: controlling the\nbattery\nheater\nto stop heating\nthe\nbattery\ngroup when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than the first temperature\nthreshold;\na temperature of any single\nbattery\nin the\nbattery\ngroup is higher than a\nsecond temperature\nthreshold, wherein the second temperature threshold is larger than the first\ntemperature threshold;\nand\na continuous heating time of the\nbattery\nheater is larger than a heating time\nthreshold. | 201210160396.7 | China | 2012-05-22 | L'invention concerne un système d'énergie d'un véhicule électrique, un véhicule électrique comprenant celui-ci et un procédé de chauffage d'un groupe de batterie (101) du véhicule électrique. Le système d'énergie du véhicule électrique comprend un groupe de batterie (101), un chauffage de batterie (102) connecté au groupe de batterie (101), et un dispositif de gestion de batterie (103) connecté respectivement au groupe de batterie (101) et au chauffage de batterie (102). Le dispositif de gestion de batterie (103) est configuré pour commander le chauffage de batterie (102) afin qu'il chauffe le groupe de batterie (101) de manière intermittente lorsque la température du groupe de batterie (101) est inférieure à un premier seuil de température et une quantité électrique résiduelle du groupe de batterie (101) est supérieure à un seuil de quantité électrique. Le système d'alimentation comprend en outre une boîte de distribution électrique (104), un moteur (105), un contrôleur de moteur (106) connecté respectivement au moteur (105) et à la boîte de distribution électrique (104), et un inducteur d'isolation (L2). | True |
| 20 | Patent 2904627 Summary - Canadian Patents Database | CA 2904627 | NaN | SYSTEM AND METHOD FOR RAPIDBATTERYEXCHANGE INELECTRICVEHICLES | SYSTEME ET PROCEDE POUR UN ECHANGE DE BATTERIE RAPIDE DANS DES VEHICULES ELECTRIQUES | NaN | DROSTE, PETER C. | NaN | 2014-03-06 | AVENTUM IP LAW LLP | English | DROSTE, PETER C. | CLAIMS\nWhat is claimed is:\n1. A\nbattery\nexchange system comprising:\na first\nbattery\nwithin a\nbattery\nhouse located on an underside of an\nelectric\nvehicle\ncomprising a first and second contact rail extending a length of the first\nbattery\n, the first and second contact rails of the first\nbattery\nfitted to\nengage\nfirst and second front contact rods and first and second rear rods extending\nfrom the\nvehicle\n;\na propelling mechanism for moving the\nvehicle\nforward as the first\nbattery\nis\nexchanged with a second\nbattery\n; and\nan exchange plate comprising:\nthe second\nbattery\ncomprising a first and second contact rail extending a\nlength of the second\nbattery\n, the first and second contact rails of the\nsecond\nbattery\nfitted to engage the first and second front and rear\ncontact rods, the second\nbattery\nlocated on the exchange plate and the\nsecond\nbattery\nto be exchanged with the first\nbattery\n;\na mount on the exchange plate keeping the second\nbattery\nin place over the\nexchange plate as the\nvehicle\nmoves forward and the first\nbattery\ntouches the second\nbattery\nto provide continual charge to the\nelectric\nvehicle\nthrough a connection between the first and second contact rails\nof the second\nbattery\nand the first and second front contact rods and the\nfirst and second contact rails of the first\nbattery\nand the first and\nsecond rear contact rods; and\nat least one post connected to the exchange plate, the post fitted to\ndisengage\none or more latches of the\nbattery\nhouse as the\nvehicle\nmoves over the\npost such that the first\nbattery\nbecomes located on the exchange plate\nand positioned horizontally next to the second\nbattery\nand reengage the\none or more latches of the\nbattery\nhouse once the second\nbattery\nis in\nplace within the\nbattery\nhouse.\n2. A system according to claim 1, wherein the exchange plate further\ncomprises an\nalignment plate that aligns the\nvehicle\nwith the exchange plate.\n13\n3. A system according to claim 1, wherein the system further comprises a\nbattery\nrepository connected underneath the exchange plate capable of receiving the\nfirst\nbattery\nremoved from the\nelectric\nvehicle\n.\n4. A system according to claim 1, wherein the system further comprises a\nbattery\nrecharging station that charges the first\nbattery\nindependent of the\nelectric\nvehicle\n.\n5. A system according to claim 1, wherein the system further comprises a\nsensing\nidentification system.\n6. A system according to claim 5, wherein the sensing identification system\nis selected\nfrom the group consisting of a radio frequency identification system, a radar\nsystem, an\ninfrared system, and an optical identification system.\n7. A system according to claim 1, wherein one or more of the contact rails\nare adapted to\nreceive at least one contact of the\nelectric\nvehicle\n.\n8. A system according to claim 1, wherein the system further comprises one\nor more\ntracks to align one or more wheels of the\nelectric\nvehicle\nwith the exchange\nplate.\n9. A system according to claim 8, wherein the one or more tracks comprise a\nconveyor\nto move the\nelectric\nvehicle\nthrough the system.\n10. A system according to claim 1, wherein the exchange plate is adapted to\nreceive the\nelectric\nvehicle\npropelling itself as the first and second\nbatteries\nare\nexchanged.\n14\n11. A\nbattery\nexchange method comprising the steps of:\npropelling a\nvehicle\nover an exchange plate using a propelling mechanism of\nthe\nvehicle\n;\ndisengaging one or more latches of a\nbattery\nhouse of the\nvehicle\ncomprising a\nfirst\nbattery\nusing a post of the exchange plate as the\nvehicle\nmoves over the post\nsuch that the first\nbattery\nbecomes located on the exchange plate and\npositioned horizontally next to a second\nbattery\nlocated on a mount of the\nexchange plate;\npushing the first\nbattery\nover the exchange plate using the second\nbattery\n;\nproviding continual charge to the\nvehicle\nthrough a connection between a first\nand\nsecond contact rail of the second\nbattery\nand a first and second front contact\nrod of the\nvehicle\nand a first and second contact rail of the first\nbattery\nand a\nfirst and second rear contact rod of the\nvehicle\nsuch that the\nvehicle\nremains\nin\nforward motion as the first and second\nbatteries\nare exchanged; and\nreengaging the one or more latches of the\nbattery\nhouse once the second\nbattery\nis in\nplace within the\nbattery\nhouse.\n12. A method according to claim 11, further comprising the step of aligning\nthe\nvehicle\nwith the exchange plate using at least one of an alignment plate or tracks.\n13. A method according to claim 11, further comprising the step of\nreceiving the first\nbattery\nremoved from the\nvehicle\ninto a\nbattery\nrepository connected\nunderneath the\nexchange plate.\n14. A\nvehicle\nbattery\nexchange system comprising:\na first\nbattery\ncontained in a\nbattery\nhouse on the underside of said\nvehicle\nand held in\nplace by a latch, said first\nbattery\nhaving a contact rail for connecting with\na\ncontact rod in said\nbattery\nhouse;\na second\nbattery\nremovably fixed to an exchange plate, said second\nbattery\nhaving a\ncontact rail for connecting with a contact rod in said\nbattery\nhouse;\na propelling mechanism for moving said\nvehicle\nor said exchange plate such\nthat said\nfirst\nbattery\ncomes in contact with and is then ejected from said\nbattery\nhouse\nby said second\nbattery\n;\nsaid exchange plate further comprising:\na mount to hold said second\nbattery\nin place on said exchange plate and to\nalign said second\nbattery\nwith said first\nbattery\nto facilitate said\nbattery\nexchange, and\na post to disengage said latch to allow\nbattery\nexchange and to reengage said\nlatch following\nbattery\nexchange.\n15. A system according to claim 14, wherein the exchange plate further\ncomprises an\nalignment plate that aligns the\nvehicle\nwith the exchange plate.\n16. A system according to claim 14, wherein the system further comprises\none or more\ntracks to align one or more wheels of the\nelectric\nvehicle\nwith the exchange\nplate.\n17. A\nvehicle\nbattery\nexchange method comprising the steps of:\ndisengaging a latch holding a first\nbattery\nin a\nbattery\nhouse on the\nunderside of said\nvehicle\n;\nremovably fixing a second\nbattery\nto an exchange plate;\naligning said first and second\nbatteries\n;\npropelling said\nvehicle\nor said exchange plate such that said first\nbattery\ncomes in\ncontact with and is ejected from said\nbattery\nhouse by said second\nbattery\n;\nreengaging said latch to hold said second\nbattery\nin said\nbattery\nhouse.\n18. A method according to claim 17, further comprising the step of\nreceiving the first\nbattery\nremoved from the\nvehicle\ninto a\nbattery\nrepository connected\nunderneath the\nexchange plate.\n16\n19. A method according to claim 17, further comprising the step of\nrecharging the first\nbattery\nindependent of the\nvehicle\n.\n20. A method according to claim 17, further comprising the step of locking\nthe house into\nthe\nelectric\nvehicle\nonce the second\nbattery\nis located within the house.\n17 | 13/788,360 | United States of America | 2013-03-07 | L'invention concerne un système et un procédé pour l'échange rapide de batteries dans un véhicule électrique. Le véhicule électrique contient une batterie amovible reçue dans le châssis de roulement du véhicule. Le véhicule électrique se déplace à travers le système d'échange soit par autopropulsion soit en étant propulsé par le système. Lorsque le véhicule est propulsé vers l'avant, la batterie amovible à l'intérieur du véhicule est débloquée du véhicule et remplacée par une batterie chargée. La batterie chargée force la batterie amovible hors de l'arrière du véhicule, lorsque le véhicule se déplace vers l'avant pendant l'échange. Le véhicule reste allumé tout au long du processus d'échange. Une fois que la batterie chargée est alignée en position sous le véhicule et reliée au véhicule au moyen de contacts correspondants, la batterie chargée est mise en place dans le châssis de roulement du véhicule, et le véhicule est prêt à être de nouveau conduit. | True |
| 21 | Patent 3100184 Summary - Canadian Patents Database | CA 3100184 | NaN | BATTERYMANAGEMENT SYSTEM | SYSTEME DE GESTION DE BATTERIE | NaN | SUZUKI, DAISUKE | NaN | 2019-06-26 | DEETH WILLIAMS WALL LLP | English | RESC, LTD. | CLAIMS\n1. A\nbattery\nmanagement system, comprising:\nan\nelectric\nvehicle\ncapable of travelling by driving a motor with an\nexchangeable\nbattery\n;\na\nbattery\nstation capable of charging the\nbattery\nby adjusting a charging\nspeed;\nand\na management server connected to the\nelectric\nvehicle\nand the\nbattery\nstation\nthrough a communication network,\nwherein the management server quantitatively evaluates exchangeability of the\nbattery\nstored in the\nbattery\nstation, on the basis of at least a position of\nthe\nelectric\nvehicle\nand a\nbattery\nremaining amount of the\nbattery\nmounted on the\nelectric\nvehicle\n,\ndetermines the charging speed of the\nbattery\nof the\nbattery\nstation, on the\nbasis of an\nevaluation value of the exchangeability of the\nbattery\n, and transmits control\ninformation\nrelevant to the determined charging speed, to the\nbattery\nstation.\n2. The\nbattery\nmanagement system according to claim 1,\nwherein the\nelectric\nvehicle\nis shared by a plurality of users, and\nthe management server further quantitatively evaluates the exchangeability of\nthe\nbattery\nstored in the\nbattery\nstation, on the basis of a usage start\nposition of the\nelectric\nvehicle\nof the user and a travelling direction of the user.\n3. The\nbattery\nmanagement system according to claim 1 or 2, further\ncomprising:\na user terminal possessed by the plurality of users sharing the\nelectric\nvehicle\n,\nwherein the management server\n68\nis capable of transmitting promotion information of leading to the\nbattery\nstation, to the user terminal, and\nfurther quantitatively evaluates the exchangeability of the\nbattery\nstored in\nthe\nbattery\nstation, on the basis of the promotion information.\n4. The\nbattery\nmanagement system according to any one of claims 1 to 3,\nwherein the\nbattery\nstation is further capable of discharging the\nbattery\nby\nadjusting a discharging speed, and\nthe management server quantitatively evaluates necessity of charging or\ndischarging the\nbattery\nstored in the\nbattery\nstation, on the basis of a\ndemand and a\nsupply of power in a power market, or in a facility in which the\nbattery\nstation is\nprovided or in the vicinity of the facility, determines the charging speed or\nthe\ndischarging speed of the\nbattery\nof the\nbattery\nstation, on the basis of the\nevaluation\nvalue of the exchangeability of the\nbattery\nand an evaluation value of the\nnecessity of\ncharging or discharging the\nbattery\n, and transmits control information\nrelevant to the\ndetermined charging speed or discharging speed, to the\nbattery\nstation.\n5. The\nbattery\nmanagement system according to any one of claims 1 to 4,\nwherein the\nelectric\nvehicle\nincludes a plurality of categories of\nelectric\nvehicles\nhaving different usages, and\nthe management server determines the category of the\nelectric\nvehicle\non\nwhich the\nbattery\nis mounted, according to a degree of deterioration of the\nbattery\n.\n6. The\nbattery\nmanagement system according to any one of claims 1 to 5,\nwherein the\nbattery\nis capable of being used in equipment other than the\n69\nelectric\nvehicle\n,\nthe equipment includes a plurality of categories of equipments having\ndifferent\nusages, and\nthe management server determines the category of the equipment of using the\nbattery\n, according to the degree of deterioration of the\nbattery\n.\n7. A management server connected to an\nelectric\nvehicle\ncapable of\ntravelling by\ndriving a motor with an exchangeable\nbattery\n, and a\nbattery\nstation capable of\ncharging\nthe\nbattery\nby adjusting a charging speed, through a communication network,\nwherein the management server quantitatively evaluates exchangeability of the\nbattery\nstored in the\nbattery\nstation, on the basis of at least a position of\nthe\nelectric\nvehicle\nand a\nbattery\nremaining amount of the\nbattery\nmounted on the\nelectric\nvehicle\n,\ndetermines the charging speed of the\nbattery\nof the\nbattery\nstation, on the\nbasis of an\nevaluation value of the exchangeability of the\nbattery\n, and transmits control\ninformation\nrelevant to the determined charging speed, to the\nbattery\nstation.\n8. A computer program for allowing a server device to function as the\nmanagement server according to claim 7.\n9. A\nbattery\nmanagement method, comprising:\na step of quantitatively evaluating exchangeability of an exchangeable\nbattery\nstored in a\nbattery\nstation, on the basis of a position of an\nelectric\nvehicle\ncapable of\ntravelling by driving a motor with the\nbattery\n, and a\nbattery\nremaining amount\nof the\nbattery\nmounted on the\nelectric\nvehicle\n; and\na step of determining a charging speed of the\nbattery\nof the\nbattery\nstation,\non\nthe basis of an evaluation value of the exchangeability of the\nbattery\n, and of\ncharging\nthe\nbattery\nby the\nbattery\nstation, on the basis of the determined charging\nspeed.\n71 | 2018-124979 | Japan | 2018-06-29 | L'invention aborde le problème de réalisation d'un système de gestion de batterie pour un véhicule électrique qui convient à un service de partage. La solution selon invention consiste en un système de gestion de batterie (100) qui inclut : un véhicule électrique (2) qui peut se déplacer lorsqu'il est entraîné par un moteur alimenté par une batterie (1) échangeable ; une station (3) de batterie qui peut régler un taux de charge et charger la batterie (1) ; et un serveur de gestion (4) qui est connecté au véhicule électrique (2) et à la station (3) de batterie par le biais d'un réseau de communication. Le serveur de gestion (4) : évalue quantitativement la possibilité d'échange de la batterie (1) contenue dans la station (3) de batterie sur la base d'au moins la position du véhicule électrique (2) et de la puissance de cellule de la batterie (1) montée dans le véhicule électrique (2) ; détermine un taux de charge destiné à charger la batterie (1) par la station de batterie (3) sur la base d'une valeur d'évaluation pour la possibilité d'échange de la batterie (1) ; et envoie des informations de contrôle portant sur le taux de charge déterminé à la station (3) de batterie. | True |
| 22 | Patent 3197768 Summary - Canadian Patents Database | CA 3197768 | NaN | ELECTRICVEHICLESWITHBATTERYMANAGEMENT AND SENSORS | VEHICULES ELECTRIQUES AVEC GESTION DE BATTERIE ET CAPTEURS | NaN | MANKOWSKI, PETER, JAGER, WILLEM, COELHO, LUCAS MALTA VALLE | NaN | 2021-11-12 | PERRY + CURRIER | English | ACCELERATED SYSTEMS INC. | WO 2022/106971\nPCT/1B2021/060511\nClaims\nWhat is claimed is:\n1. A\nvehicle\ncomprising:\na motor;\na motor controller configured to: control the motor; and detect when the motor\nis\ngenerating current;\nmain\nbatteries\nconfigured to: provide power to the motor via the motor\ncontroller;\nand monitor respective states of charge thereof;\nintermediate\nbatteries\nconfigured to: store regeneration power generated via\nthe\ncurrent generated by the motor;\nswitches to: control connections between the motor controller, the main\nbatteries\nand the intermediate\nbatteries\n; and\na controller in communication with the motor controller, the switches, and the\nmain\nbatteries\n, the controller configured to:\nbased on the respective states of charges of the main\nbatteries\n, control the\nswitches to:\ndisconnect one or more of the main\nbatteries\nfrom the motor\ncontroller while a given number of the main\nbatteries\ncontinue to provide\nthe power to the motor via the motor controller; and\nconnect the one or more of the main\nbatteries\nto the intermediate\nbatteries\nuntil the respective states of charges of the main\nbatteries\nare\nwithin a given range.\n2. The\nvehicle\nof claim 1, wherein the controller is further configured to:\nin response to determining that a given main\nbattery\n, of the main\nbatteries\n,\nhas a\nrespective of charge below a threshold state of charge control the switches\nto:\ndisconnect the given main\nbattery\nfrom the motor controller;\nconnect the given main\nbattery\nto the intermediate\nbatteries\nuntil the state\nof charge of the given main\nbattery\nis within the given range; and thereafter,\nreconnect the given main\nbattery\nto the motor controller.\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n3. The\nvehicle\nof claim 2, wherein the threshold state of charge is\ndifferent from the\ngiven range.\n4. The\nvehicle\nof claim 1, wherein the given range is based on respective\ncurrent states\nof charges of the given number of the main\nbatteries\nthat continue to provide\nthe power to\nthe motor via the motor controller while the one or more main\nbatteries\nare\nbeing charged.\n5. The\nvehicle\nof claim 1, wherein the controller is further configured to:\nin response\nto determining that the motor is not generating the current, control the\nswitches to connect\nthe main\nbatteries\nto the motor controller and disconnect the intermediate\nbatteries\nfrom\nthe motor controller.\n6. The\nvehicle\nof claim 1, wherein the controller is further configured to:\nin response\nto determining that the motor is generating the current, control the switches\nto disconnect\nthe main\nbatteries\nfrom the motor controller and connect the intermediate\nbatteries\nto the\nmotor controller to charge the intermediate\nbatteries\n.\n7. The\nvehicle\nof claim 1, wherein the controller is further configured to:\nin response\nto determining that the motor is generating the current, and that the current\nbeing generated\nis below a threshold current: control the switches to connect one or more of\nthe main\nbatteries\nand the intermediate\nbatteries\nto the motor controller to charge one\nor more of the\nmain\nbatteries\nand the intermediate\nbatteries\n.\n8. The\nvehicle\nof claim 1, wherein the controller is further configured to:\nin response\nto determining that the motor is generating the current: control the switches\nto charge one\nor more of the main\nbatteries\nand the intermediate\nbatteries\nbased on\nrespective current\ncapacities of the main\nbatteries\nand the intermediate\nbatteries\n.\n41\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n9. The\nvehicle\nof claim 1, wherein the controller is further configured to:\nbased on the\nrespective states of charge of the main\nbatteries\nmeeting one or more given\nconditions:\ncommunicate with the motor controller to reduce the power used by the motor.\n10. The\nvehicle\nof claim 1, wherein the controller is further configured\nto: based on the\nrespective states of charge of the main\nbatteries\nmeeting one or more given\nconditions:\ncontrol a notification device to provide a notification of the one or more\ngiven conditions\nthat is met.\n11. A method comprising:\nat a\nvehicle\ncomprising: a motor; a motor controller configured to: control\nthe\nmotor; and detect when the motor is generating current; main\nbatteries\nconfigured to:\nprovide power to the motor via the motor controller; and monitor respective\nstates of\ncharge thereof; intermediate\nbatteries\nconfigured to: store regeneration power\ngenerated\nvia the current generated by the motor; switches to: control connections\nbetween the\nmotor controller, the main\nbatteries\nand the intermediate\nbatteries\n; and a\ncontroller in\ncommunication with the motor controller, the switches, and the main\nbatteries\n,\nbased on the respective states of charges of the main\nbatteries\n, controlling,\nvia the controller, the switches to:\ndisconnecting one or more of the main\nbatteries\nfrom the motor\ncontroller while a given number of the main\nbatteries\ncontinue to provide\nthe power to the motor via the motor controller; and\nconnecting the one or more of the main\nbatteries\nto the\nintermediate\nbatteries\nuntil the respective states of charges of the main\nbatteries\nare within a given range.\n12. The method of claim 11, further comprising:\nin response to determining that a given main\nbattery\n, of the main\nbatteries\n,\nhas a\nrespective of charge below a threshold state of charge control the switches\nto:\ndisconnecting the given main\nbattery\nfrom the motor controller;\n42\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\nconnect the given main\nbattery\nto the intermediate\nbatteries\nuntil the state\nof charge of the given main\nbattery\nis within the given range; and thereafter,\nreconnect the given main\nbattery\nto the motor controller.\n13. The method of claim 12, wherein the threshold state of charge is\ndifferent from the\ngiven range.\n14. The method of claim 11, wherein the given range is based on respective\ncurrent\nstates of charges of the given number of the main\nbatteries\nthat continue to\nprovide the\npower to the motor via the motor controller while the one or more main\nbatteries\nare being\ncharged.\n15. The method of claim 11, further comprising: in response to determining\nthat the\nmotor is not generating the current, controlling the switches to connect the\nmain\nbatteries\nto the motor controller and disconnect the intermediate\nbatteries\nfrom the\nmotor controller.\n1 6.\nThe method of claim 11, further comprising: in response to determining that\nthe\nmotor is generating the current, controlling the switches to disconnect the\nmain\nbatteries\nfrom the motor controller and connect the intermediate\nbatteries\nto the motor\ncontroller to\ncharge the intermediate\nbatteries\n.\n17. The method of claim 11, further comprising: in response to determinnw\nthat the\nmotor is generating the current, and that the current being generated is below\na threshold\ncurrent: controlling the switches to connect one or more of the main\nbatteries\nand the\nintermediate\nbatteries\nto the motor controller to charge one or more of the\nmain\nbatteries\nand the intermediate\nbatteries\n.\n18. The method of claim 11, further comprising: in response to determining\nthat the\nmotor i s generating the current: controlling the switches to charge one or\nmore of the main\nbatteries\nand the intermediate\nbatteries\nbased on respective current\ncapacities of the main\nbatteries\nand the intermediate\nbatteries\n.\n43\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n1 9.\nThe method of claim 11, further comprising: based on the respective states\nof\ncharge of the main\nbatteries\nmeeting one or more given conditions:\ncommunicating with\nthe motor controller to reduce the power used by the motor.\n20.\nThe method of claim 11, further comprising: based on the respective states\nof\ncharge of the main\nbatteries\nmeeting one or more given conditions: controlling\na\nnotification device to provide a notification of the one or more given\nconditions that is met.\n44\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n21. A\nvehicle\ncomprising:\na motor;\none or more sensors comprising one or more of a camera, an accelerometer, a\ngyroscope, an atmospheric pressure sensor a Hall sensor, an acceleration\nsensor and a\nbraking sensor;\na motor controller configured to control the motor;\nbatteries\nconfigured to: provide power to the motor via the motor controller;\nand\nstore regeneration power generated via current generated by the motor;\nswitches to: control connections between the motor controller and the\nbatteries\n;\nand\na controller in communication with the motor controller, the switches, and the\none\nor more sensors, the controller configured to:\nreceive sensor data from the one or more sensors; and\nbased on the sensor data meeting one or more given conditions, control the\nswitches into a regeneration state, such that one or more of the\nbatteries\nis\nbeing\ncharged via the current generated by the motor, wherein such charging brakes\nthe\nmotor.\n22. The\nvehicle\nof claim 21, further comprising:\na braking controller,\nwherein the controller is in further communication with the braking\ncontroller,\nand the controller is further configured to:\nbased on the sensor data meeting the one or more given conditions and\ndetecting\nbraking via the braking controller, control the switches into the regeneration\nstate.\n23. The\nvehicle\nof claim 21, wherein a given condition, of the given\nconditions,\ncomprises detection of one or more of coasting and deceleration in the sensor\ndata.\n24. The\nvehicle\nof claim 21, wherein the one or more sensors comprises the\ncamera,\nand a given condition, of the given conditions, comprises images from the\ncamera including\na decline located in a direction of motion of the\nvehicle\n.\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n25. The\nvehicle\nof claim 21, wherein the one or more sensors comprises the\ncamera,\nand a given condition, of the given conditions, comprises images from the\ncamera including\none or more of a stop sign and a red light located in a direction of motion of\nthe\nvehicle\n.\n26. The\nvehicle\nof claim 21, wherein a given condition, of the one or more\ngiven\ncondition, comprises a determination from the sensor data that the motor will\nbegin\ngenerating the current one or more of: at a given location; for a given\ndistance; and for a\ngiven time period, and\nwherein the controller is further configured to: control the switches into a\nregeneration state one or more of: at the given location; for the given\ndistance; and for the\ngiven time period.\n27. The\nvehicle\nof claim 21, further comprising:\na memory storing a history of locations of previous regeneration events; and\na location determining device,\nwherein the controller is in further communication with the memory and the\nlocation determining device, and the controller is further configured to:\ncompare a current location, determined via the location determination device,\nwith the locations of the previous regeneration events stored in the memory;\nand\nin response to the current location being within a threshold distance from a\nlocation of a respective previous regeneration event, control the switches\ninto the\nregeneration state.\n28. A method comprising:\nat a\nvehicle\ncomprising: a motor; one or more sensors comprising one or more\nof\na camera, an accelerometer, a gyroscope, an atmospheric pressure sensor, a\nHall sensor,\nan acceleration sensor and a braking sensor; a motor controller configured to\ncontrol the\nmotor;\nbatteries\nconfigured to: provide power to the motor via the motor\ncontroller; and\nstore regeneration power generated via current generated by the motor;\nswitches to:\n46\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1132021/060511\ncontrol connections between the motor controller and the\nbatteries\n; and a\ncontroller in\ncommunication with the motor controller, the switches, and the one or more\nsensors,\nreceiving, at the controller sensor data from the one or more sensors; and\nbased on the sensor data meeting one or more given conditions, controlling,\nvia\nthe controller, the switches into a regeneration state, such that one or more\nof the\nbatteries\nis being charged via the current generated by the motor, wherein such charging\nbrakes the\nmotor.\n29. The method of claim 28, further comprising:\nbased on the sensor data meeting the one or more given conditions and\ndetecting\nbraking via a braking controller of the\nvehicle\n, controlling, via the\ncontroller, the switches\ninto the regeneration state.\n30. The method of claim 28, wherein a given condition, of the given\nconditions,\ncomprises detection of one or more of coasting and deceleration in the sensor\ndata.\n31. The method of claim 28, wherein the one or more sensors comprises the\ncamera,\nand a given condition, of the given conditions, comprises images from the\ncamera including\na decline located in a direction of motion of the\nvehicle\n.\n32. The method of claim 28, wherein the one or more sensors comprises the\ncamera,\nand a given condition, of the given conditions, comprises images from the\ncamera including\none or more of a stop sign and a red light located in a direction of motion of\nthe\nvehicle\n.\n33. The method of claim 28, wherein a given condition, of the one or more\ngiven\ncondition, comprises a determination from the sensor data that the motor will\nbegin\ngenerating the current one or more of: af a given location; for a given\ndistance; and for a\ngiven time period, and\nwherein the method further comprises: controlling the switches into a\nregeneration state one or more of: at the given location; for the given\ndistance; and for the\ngiven time period.\n47\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n34. The method of claim 28, further comprising:\ncomparing, at the controller, a current location, determined via a location\ndetermination device, with locations of previous regeneration events stored at\na memory;\nand\nin response to the current location being within a threshold distance from a\nlocation of a respective previous regeneration event, controlling, via the\ncontroller, the\nswitches into the regeneration state.\n48\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n35. A\nvehicle\ncomprising:\na motor;\na chassis having a front end and rear end;\na camera with a field of view facing away from the rear end of the chassis;\nand\na controller configured to:\nreceive images from the camera;\ndetermine, from the images, that an other\nvehicle\nis approaching the rear\nend of the chassis;\npredict, from the images, a possible collision with the other\nvehicle\nat the\nrear end of the chassis; and, in response,\ncontrol the motor to accelerate the chassis away from the other\nvehicle\nto\none or more of avoid and minimize the possible collision.\n36. The\nvehicle\nof claim 35, wherein the controller is further configured\nto:\nin conjunction with predicting the possible collision, determine, from the\nimages,\nan estimated time of the possible collision, wherein the control of the motor\nto accelerate\nthe chassis away from the other\nvehicle\nto avoid a collision therewith is\nfurther based on\nthe estimated time.\n37. The\nvehicle\nof claim 35, further comprising a second camera with a\nrespective field\nof view facing away from the front end of the chassis, wherein the controller\nis further\nconfigured to:\nreceive respective images from the second camera;\ndetermine, from the respective images, one or more objects located in the\nrespective field of view of the second camera; and\ncontrol the motor to accelerate the chassis away from the other\nvehicle\nto one\nor\nmore of avoid or minimize the possible collision, while avoiding the one or\nmore objects.\n38. The\nvehicle\nof claim 35, further comprising a second camera with a\nrespective field\nof view facing away from the front end of the chassis, wherein the controller\nis further\nconfigured to:\n49\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\nreceive respective images from the second camera;\ndetermine, from the respective images, respective types of one or more objects\nlocated in the respective field of view of the second camera; and\ncontrol the motor to accelerate the chassis away from the other\nvehicle\nto one\nor\nmore of avoid or minimize the possible collision, while avoiding given\nrespective types\nof the one or more objects.\n39. The\nvehicle\nof claim 35, further comprising a second camera with a\nrespective field\nof view facing away from the front end of the chassis, wherein the controller\nis further\nconfigured to:\nreceive respective images from the second camera;\ndetermine, from the respective images, respective types of one or more objects\nlocated in the respective field of view of the second camera; and\ncontrol the motor to accelerate the chassis away from the other\nvehicle\nto one\nor\nmore of avoid or minimize the possible collision, while not avoiding given\nrespective\ntypes of the one or more objects.\n40. A method comprising:\nat a\nvehicle\ncomprising: a motor; a chassis having a front end and rear end;\na camera with a field of view facing away from the rear end of the chassis;\nand a\ncontroller,\nreceiving, at the controller, images from the camera;\ndetermining, at the controller, from the images, that an other\nvehicle\nis\napproaching the rear end of the chassis;\npredicting, at the controller, from the images, a possible collision with the\nother\nvehicle\nat the rear end of the chassis; and, in response,\ncontrolling, via the controller, the motor to accelerate the chassis away\nfrom the other\nvehicle\nto one or more of avoid and minimize the possible\ncollision.\n41. The method of claim 40, further comprising:\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\nin conjunction with predicting the possible collision, determining, frorn the\nimages, an estimated time of the possible collision, wherein controlling the\nmotor to\naccelerate the chassis away from the other\nvehicle\nto avoid a collision\ntherewith is further\nbased on the estimated time.\n42. The method of claim 40, further comprising:\nreceiving respective images from a second camera with a respective field of\nview\nfacing away from the front end of the chassis;\ndetermining, frorn the respective images, one or more objects located in the\nrespective field of view of the second camera; and\ncontrolling the motor to accelerate the chassis away from the other\nvehicle\nto\none\nor more of avoid or minimize the possible collision, while avoiding the one or\nmore\nobj ects.\n43. The method of claim 40, further comprising.\nreceiving respective images from a second camera with a respective field of\nview\nfacing away from the front end of the chassis;\ndetermining, from the respective images, respective types of one or more\nobjects\nlocated in the respective field of view of the second camera; and\ncontrolling the motor to accelerate the chassis away from the other\nvehicle\nto\none\nor more of avoid or minimize the possible collision, while avoiding given\nrespective\ntypes of the one or more objects.\n44. The method of claim 40, further comprising:\nreceiving respective images from a second camera with a respective field of\nview\nfacing away from the front end of the chassis;\ndetermining, from the respective images, respective types of one or more\nobjects\nlocated in the respective field of view of the second camera; and\ncontrolling the motor to accelerate the chassis away from the other\nvehicle\nto\none\nor more of avoid or minimize the possible collision, while not avoiding given\nrespective\ntypes of the one or more objects.\n51\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\n45. A\nvehicle\ncomprising:\na motor;\na motor controller configured to: control the motor; and detect when the motor\nis\ngenerating current;\nmain\nbatteries\nconfigured to: provide power to the motor via the motor\ncontroller;\nand monitor respective data including one or more of: state of charge, open\ncircuit\nvoltage, internal resistance, internal impedance, and temperature;\nintermediate\nbatteries\nconfigured to: store regeneration power generated via\nthe\ncurrent generated by the motor;\nswitches to: control connections between the motor controller, the main\nbatteries\nand the intermediate\nbatteries\n; and\na controller in communication with the motor controller, the switches, and the\nmain\nbatteries\n, the controller further having access to a memory storing\nrespective aging\nmodels for the rnain\nbatteries\n, the controller configured to:\nbased on data received from the main\nbatteries\n, update the\nrespective aging models for the main\nbatteries\n; and\nbased on updated respective aging models for the main\nbatteries\n,\ncontrol the switches to one or more of: charge the main\nbatteries\nand use\nenergy from the main\nbatteries\n, such that the main\nbatteries\nmeet a\nthreshold aging condition at around a same time.\n46. A rnethod comprising:\nat\nvehicle\ncomprising: a motor; a motor controller configured to: control the\nmotor; and detect when the motor is generating current; main\nbatteries\nconfigured to:\nprovide power to the motor via the motor controller; and monitor respective\ndata\nincluding one or more of: state of charge, open circuit voltage, internal\nresistance,\ninternal impedance, and temperature; intermediate\nbatteries\nconfigured to:\nstore\nregeneration power generated via the current generated by the motor; switches\nto: control\nconnections between the motor controller, the main\nbatteries\nand the\nintermediate\nbatteries\n; and a controller in communication with the motor controller, the\nswitches, and\n52\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1B2021/060511\nthe main\nbatteries\n, the controller further having access to a memory storing\nrespective\naging models for the main\nbatteries\n,\nbased on data received from the main\nbatteries\n, updating, at the controller,\nthe\nrespective aging models for the main\nbatteries\n; and\nbased on updated respective aging models for the main\nbatteries\n, controlling,\nat\nthe controller, the switches to one or more of: charge the main\nbatteries\nand\nuse energy\nfrom the main\nbatteries\n, such that the main\nbatteries\nmeet a threshold aging\ncondition at\naround a same time.\n53\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/1132021/060511\n47. A\nvehicle\ncomprising:\na motor;\na motor controller configured to: control the motor; and detect when the motor\nis\ngenerating current;\nmain\nbatteries\nconfigured to: provide power to the motor via the motor\ncontroller;\nand monitor respective data including one or more of: state of charge, open\ncircuit\nvoltage, internal resistance, internal impedance, and temperature;\nintermediate\nbatteries\nconfigured to: store regeneration power generated via\nthe\ncurrent generated by the motor;\nswitches to: control connections between the motor controller, the main\nbatteries\nand the intermediate\nbatteries\n; and\na controller in communication with the motor controller, the switches, and the\nmain\nbatteries\n, the controller configured to:\nbased on data received from the main\nbatteries\n, determine relative\nstates of charge of the main\nbatteries\n; and\nbased on the relative states of charge, control the switches to one\nor more of: charge lower state-of-charge main\nbatteries\nusing higher state-\nof-charge main\nbatteries\n; and charge the lower state-of-charge main\nbatteries\nusing the intermediate\nbatteries\n.\n48. A method comprising:\nat\nvehicle\ncomprising: a motor; a motor controller configured to: control the\nmotor; and detect when the motor is generating current; main\nbatteries\nconfigured to:\nprovide power to the motor via the motor controller; and monitor respective\ndata\nincluding one or more of: state of charge, open circuit voltage, internal\nresistance,\ninternal impedance, and temperature; intermediate\nbatteries\nconfigured to:\nstore\nregeneration power generated via the current generated by the motor; switches\nto: control\nconnections between the motor controller, the main\nbatteries\nand the\ninterrnediate\nbatteries\n; and a controller in communication with the motor controller, the\nswitches, and\nthe main\nbatteries\n,\n54\nCA 03197768 2023- 5- 5\nWO 2022/106971\nPCT/IB2021/060511\nbased on data received from the main\nbatteries\n, determining, at the\ncontroller,\nrelative states of charge of the main\nbatteries\n; and\nbased on the relative states of charge, controlling, at the controller, the\nswitches to\none or more of: charge lower state-of-charge main\nbatteries\nusing higher state-\nof-charge\nmain\nbatteries\n; and charge the lower state-of-charge main\nbatteries\nusing the\nintermediate\nbatteries\n.\nCA 03197768 2023- 5- 5 | 63/114,584 | United States of America | 2020-11-17 | L'invention concerne des véhicules électriques avec gestion de batterie et capteurs. Un véhicule électrique peut être configuré pour charger des batteries principales individuelles à l'aide de batteries intermédiaires individuelles tandis que le véhicule électrique est en fonctionnement par l'intermédiaire d'une commande appropriée de commutateurs. Un véhicule électrique peut être configuré pour charger des batteries à l'aide d'un courant de régénération sur la base de données de capteur provenant de capteurs, comme une caméra, un accéléromètre, un gyroscope, un capteur de pression atmosphérique et/ou un capteur à effet Hall. Un véhicule électrique peut être configuré pour éviter des collisions par l'arrière sur la base d'images provenant d'une caméra orientée vers l'arrière. | True |
| 23 | Patent 3131976 Summary - Canadian Patents Database | CA 3131976 | NaN | METHODS FOR USING TEMPERATURE DATA TO PROTECTELECTRICVEHICLEBATTERYHEALTH DURING USE OF BIDIRECTIONAL CHARGER | PROCEDES D'UTILISATION DE DONNEES DE TEMPERATURE POUR PROTEGER LA SANTE D'UNE BATTERIE DE VEHICULE ELECTRIQUE PENDANT L'UTILISATION D'UN CHARGEUR BIDIRECTIONNEL | NaN | SLUTZKY, DAVID LEE, WHEELER, JOHN PARSONS | NaN | 2020-02-28 | KIRBY EADES GALE BAKER | English | FERMATA, LLC | 34\nCLAIMS\nWhat is claimed is:\n1. A method that uses temperature data to protect\nbattery\nhealth during\nbidirectional\ncharging events, the method comprising:\nreceiving at a processor temperature data, said temperature data comprising at\nleast the\ntemperature of one or more\nelectric\nvehicle\nbatteries\nor information required\nto determine the\ntemperature of the one or more\nelectric\nvehicle\nbatteries\n;\ndetermining anticipated energy needs of a building;\ndetermining an amount of discharge of the one or more\nelectric\nvehicle\nbatteries\nrequired\nto offset the anticipated energy needs of the building by a predetermined\namount;\ndetermining based on the temperature data whether discharging the one or more\nelectric\nvehicle\nbatteries\nby the predetermined amount will be harmful to the health of\nthe one or more\nelectric\nvehicle\nbatteries\n; and\ndischarging the one or more\nelectric\nvehicle\nbatteries\nto offset the\nanticipated needs of the\nbuilding if it is determined that discharging the one or more\nelectric\nvehicle\nbatteries\nby the\npredetermined amount will not be harmful to the health of the one or more\nelectric\nvehicle\nbatteries\n.\n2. The method of claim 1, wherein the anticipated energy needs of the\nbuilding are\ndetermined relative to ambient air temperature.\n35\n3. The method of claim 1, wherein determining anticipated energy needs of\nthe building\ncomprises:\nanalyzing weather data for the building, wherein the weather data comprises at\nleast one of historic weather data and forecasted weather data; and\ndetermining a duration of at least one of (i) an\nelectric\nload peak event that\nis\nabout to occur at a meter behind which the charger is located and (ii) an\nelectric\nload peak event\non an opposite side of the meter from where the charger is located.\n4. The method of claim 1, wherein determining anticipated energy needs of\nthe building\ncomprises:\nidentifying a pattern of\nelectric\npeak load for the building based on an\nanalysis of peak\nload data for the building; and\npredicting when an\nelectric\npeak load event for the building is expected to\noccur based on\nthe identified pattern.\n5. The method of claim 4, wherein determining the amount of discharge of\nthe one or more\nelectric\nvehicle\nbatteries\nrequired to offset the anticipated needs of the\nbuilding by the\npredetermined amount comprises:\ndetermining that one or more\nbatteries\nin one or more\nelectric\nvehicles\nare\ncapable of\ndischarging enough\nelectricity\nto prevent the predicted\nelectric\npeak load\nfrom occurring; and\nidentifying the one or more\nvehicles\nin which the one or more\nbatteries\nare\ncapable of\ndischarging enough\nelectricity\nto prevent the predicted\nelectric\npeak load\nfrom occurring.\n36\n6. The method of claim 5, further comprising preventing the one or more\nidentified\nvehicles\nfrom being used for a purpose other than preventing the predicted peak load by\nat least one of\ninstructing a fleet manager that the one or more identified\nvehicles\nshould\nremain at the building,\ndisabling the one or more identified\nvehicles\nfor a purpose than preventing\nthe predicted peak\nload, and locking a locking mechanism that is configured to prevent the one or\nmore identified\nvehicles\nfrom being disconnected from the charger when the predicted\nelectric\npeak load is\nexpected to occur.\n7. An apparatus that uses temperature data to protect\nbattery\nhealth during\nbidirectional\ncharging events, the apparatus comprising:\na processor; and\na memory communicatively coupled to the processor, the memory comprising\ninstructions that, when executed by the processor, are configured to cause the\nprocessor to:\nreceive temperature data, said temperature data comprising at least the\ntemperature of one or more\nelectric\nvehicle\nbatteries\nor information required\nto determine the\ntemperature of the one or more\nelectric\nvehicle\nbatteries\n;\ndetermine anticipated energy needs of a building;\ndetermine an amount of discharge of the one or more\nelectric\nvehicle\nbatteries\nrequired to offset the anticipated energy needs of the building by a\npredetermined amount;\ndetermine based on the temperature data whether discharging the one or more\nelectric\nvehicle\nbatteries\nby the predetermined amount will be harmful to the\nhealth of the one or\nmore\nelectric\nvehicle\nbatteries\n; and\n37\ndischarge the one or more\nelectric\nvehicle\nbatteries\nto offset the anticipated\nneeds\nof the building if it is determined that discharging the one or more\nelectric\nvehicle\nbatteries\nby\nthe predetermined amount will not be harmful to the health of the one or more\nelectric\nvehicle\nbatteries\n.\n8. The apparatus of claim 7, wherein the anticipated energy needs of the\nbuilding are\ndetermined relative to ambient air temperature.\n9. The apparatus of claim 7, wherein the instructions are configured to\ncause the processor\nto determine the anticipated energy needs of the building by:\nanalyzing weather data for the building, wherein the weather data comprises at\nleast one\nof historic weather data and forecasted weather data; and\ndetermining a duration of at least one of (i) an\nelectric\nload peak event that\nis about to\noccur at a meter behind which the charger is located and (ii) an\nelectric\nload\npeak event on an\nopposite side of the meter from where the charger is located.\n10. The apparatus of claim 7, wherein the instructions are configured to\ncause the processor\nto determine the anticipated energy needs of the building by:\nidentifying a pattern of\nelectric\npeak load for the building based on an\nanalysis of historic\npeak load data for the building;\npredicting when an\nelectric\npeak load event for the building is going to occur\nbased on\nthe identified pattern.\n38\n11. The apparatus of claim 10, wherein the instructions are configured to\ncause the processor\nto determine the amount of discharge of the one or more\nelectric\nvehicle\nbatteries\nrequired to\noffset the anticipated needs of the building by the predetermined amount by:\ndetermining that one or more\nbatteries\nin one or more\nelectric\nvehicles\nare\ncapable of\ndischarging enough\nelectricity\nto prevent the predicted\nelectric\npeak load\nfrom occurring; and\nidentifying the one or more\nvehicles\nin which the one or more\nbatteries\nare\ncapable of\ndischarging enough\nelectricity\nto prevent the predicted\nelectric\npeak load\nfrom occurring.\n12. A system connected to an\nelectric\ngrid that uses temperature data to\nprotect\nbattery\nhealth\nduring bidirectional charging events, the system comprising:\na charger comprising an operations management component, wherein the\noperations\nmanagement component comprises a processor in communication with one or more\nelectric\nvehicles\n, wherein the processor is programmed to:\nreceive temperature data, said temperature data comprising at least the\ntemperature of one or more\nelectric\nvehicle\nbatteries\nof the one or more\nelectric\nvehicles\nor\ninformation required to determine the temperature of the one or more\nelectric\nvehicle\nbatteries\n;\ndetermine anticipated energy needs of a building;\ndetermine an amount of discharge of the one or more\nelectric\nvehicle\nbatteries\nrequired to offset the anticipated needs of the building by a predetermined\namount;\ndetermine based on the temperature data whether discharging the one or more\nelectric\nvehicle\nbatteries\nby the predetermined amount will be harmful to the\nhealth of the one or\nmore\nelectric\nvehicle\nbatteries\n; and\n39\ndischarge the\nelectric\nvehicle\nbattery\nto offset the anticipated needs of the\nbuilding\nif it is determined that discharging the one or more\nelectric\nvehicle\nbatteries\nby the\npredetermined amount will not be harmful to the health of the one or more\nelectric\nvehicle\nbatteries\n.\n13. The system of claim 12, wherein the anticipated energy needs of the\nbuilding are\ndetermined relative to ambient air temperature.\n14. The system of claim 12, wherein the instructions are configured to\ncause the processor to\ndetermine anticipated energy needs of the building by:\nanalyzing weather data for the building, wherein the weather data comprises at\nleast one\nof historic weather data and forecasted weather data; and\ndetermining a duration of at least one of (i) an\nelectric\nload peak event that\nis about to\noccur at a meter behind which the charger is located and (ii) an\nelectric\nload\npeak event beyond\nthe meter, including but not limited to a utility or the\nelectric\ngrid.\n15. The system of claim 12, wherein the instructions are configured to\ncause the processor to\ndetermine anticipated energy needs of the building by:\nidentifying a pattern of\nelectric\npeak load for the building based on an\nanalysis of historic\nelectric\npeak load data for the building; and\npredicting when an\nelectric\npeak load event for the building is going to occur\nbased on\nthe identified pattern.\n40\n16. The system of claim 15, wherein the instructions are configured to\ncause the processor to\ndetermine the amount of discharge of the one or more\nelectric\nvehicle\nbatteries\nrequired to offset\nthe anticipated needs of the building by the predetermined amount by:\ndetermining that one or more\nbatteries\nin one or more\nelectric\nvehicles\nare\ncapable of\ndischarging enough\nelectricity\nto prevent the predicted\nelectric\npeak load\nfrom occurring; and\nidentifying the one or more\nvehicles\nin which the one or more\nbatteries\nare\ncapable of\ndischarging enough\nelectricity\nto prevent the predicted\nelectric\npeak load\nfrom occurring.\n17. The system of claim 16, further comprising:\na locking mechanism, wherein the locking mechanism automatically prevents the\none or\nmore identified\nvehicles\nfrom being disconnected from the charger when the\npredicted\nelectric\npeak load is expected to occur.\n18. The system of claim 15, wherein the charger communicates bi-\ndirectionally with the one\nor more\nelectric\nvehicles\n.\n19. The system of claim 17, wherein the charger comprises a bi-directional\npower conversion\nstructure, wherein the bi-directional power conversion structure comprises at\nleast one\ninterconnect device configured to charge the one or more\nelectric\nvehicle\nbatteries\nfrom the\nelectric\ngrid or discharge energy stored at the one or more\nelectric\nvehicle\nbatteries\nback into the\nelectric\ngrid or the building.\n41\n20.\nThe system of claim 15, wherein the instructions are configured to cause the\nprocessor to\ndetermine based on the temperature data whether discharging the one or more\nelectric\nvehicle\nbatteries\nby the predetermined amount will be harmful to the health of the one\nor more\nelectric\nvehicle\nbatteries\nby:\ndetermining that a first\nelectric\nvehicle\nbattery\nof the one or more\nelectric\nvehicle\nbatteries\nshould not be discharged; and\ncausing a first\nelectric\nvehicle\nnot to connect to the charger in order to\nensure the\ncharger remains open for one or more\nelectric\nvehicle\nbatteries\nthat may be\ndischarged, wherein\nthe first\nelectric\nvehicle\ncontains the first\nelectric\nvehicle\nbattery\n. | 62/814,712 | United States of America | 2019-03-06 | La présente invention concerne un procédé faisant appel à des données de température pour protéger la santé d'une batterie pendant une charge bidirectionnelle conjointement avec des activités de monétisation. Le procédé consiste à recevoir des données de température et à déterminer des besoins en énergie anticipés d'un bâtiment. Les données de température comprennent au moins la température d'une ou de plusieurs batteries de véhicule électrique ou des informations nécessaires pour déterminer la température de la ou des batteries de véhicule électrique tandis que les besoins énergétiques anticipés sont relatifs à la température de l'air ambiant. Le procédé consiste à déterminer une quantité de décharge de la ou des batteries de véhicule électrique nécessaires pour décaler les besoins anticipés du bâtiment d'une quantité prédéfinie et à déterminer, sur la base des données de température, si la décharge de la ou des batteries de véhicule électrique serait nuisible à la santé de la ou des batteries de véhicule électrique. Le procédé consiste à décharger la ou les batteries de véhicule électrique pour décaler les besoins anticipés du bâtiment. | True |
| 24 | Patent 2843312 Summary - Canadian Patents Database | CA 2843312 | NaN | RAPID CHARGINGELECTRICVEHICLEAND METHOD AND APPARATUS FOR RAPID CHARGING | VEHICULE ELECTRIQUE A CHARGE RAPIDE ET PROCEDE ET DISPOSITIF DE CHARGE RAPIDE | NaN | DYER, CHRISTOPHER K., EPSTEIN, MICHAEL L., CULVER, DUNCAN | 2021-01-05 | 2012-06-26 | SMART & BIGGAR LP | English | LIGHTENING ENERGY | CLAIMS:\n1. An\nelectric\nvehicle\ncomprising:\nan\nelectric\nbattery\nthat powers a drive system of the\nelectric\nvehicle\n, the\nelectric\nbattery\nincluding\nbattery\ncells and having a housing surrounding the\nbattery\ncells, the\nhousing having a coolant input and, a coolant output and channels formed\ntherein for passing\na coolant through the housing;\nan\nelectrical\nconduit configured for supplying current to the\nelectric\nbattery\nto\ncharge the\nelectric\nbattery\n;\na coolant delivery, the coolant delivery being configured to deliver the\ncoolant\nto the coolant input such that the coolant flows through the channels in the\nhousing and cools\nthe\nbattery\ncells; and\na receptacle on a surface of the\nelectric\nvehicle\nconnected to the coolant\ndelivery, the receptacle being configured such that a connector for supplying\nthe coolant from\nan external source is insertable in the receptacle to supply the coolant to\nthe\nelectric\nbattery\nwhile the\nelectric\nbattery\nis being charged by current supplied by the\nelectric\nconduit,\nthe coolant input being at a first lateral edge of the\nelectric\nbattery\nand\nthe\ncoolant output being at a second lateral edge of the\nelectric\nbattery\nopposite\nthe first lateral\nedge, the channels each extending from the first lateral edge to the second\nlateral edge.\n2. The\nelectric\nvehicle\nrecited in claim 1, further comprising a coolant\nreturn, the\ncoolant return being configured to receive the coolant from the coolant\noutput.\n3. The\nelectric\nvehicle\nrecited in claim 1 or 2, wherein the\nelectric\nbattery\nincludes more than thirty cells.\n4. The\nelectric\nvehicle\nrecited in any one of claims 1 to 3, wherein the\nreceptacle\nincludes an\nelectrical\ninflow section configured for supplying current from\nthe connector to\nthe\nelectrical\nconduit.\n5. The\nelectric\nvehicle\nrecited in any one of claims 1 to 4, further\ncomprising a\ntemperature control system, an output of the coolant delivery being\nselectively coupleable to\nand decoupleable from the temperature control system.\n6. The\nelectric\nvehicle\nrecited in any one of claims 1 to 5, further\ncomprising a\ncontroller for controlling the flow of the coolant to the\nelectric\nbattery\n.\n7. The\nelectric\nvehicle\nrecited in any one of claims 1 to 5, further\ncomprising a\ncontroller that uses charging information of the\nelectric\nbattery\nto control\nthe coolant during\nrecharging.\n8. The\nelectric\nvehicle\nrecited in any one of claims 1 to 7, wherein the\nchannels\nare configured such that the coolant in the channels cools surfaces of the\nbattery\ncells.\n9. The\nelectric\nvehicle\nrecited in any one of claims 1 to 8, wherein the\ncoolant\ndelivery includes entry lines that deliver the coolant to the coolant input.\n10. The\nelectric\nvehicle\nrecited in any one of claims 1 to 4, wherein the\nelectric\nbattery\nfurther includes at least one temperature sensor for measuring a\ntemperature of the\nbattery\ncells during charging of the\nbattery\ncells.\n11. The\nelectric\nvehicle\nrecited in claim 10 further comprising a\ncontroller that\nreceives inputs from the at least one temperature sensor and controls the flow\nof the coolant\nthrough the channels based on the inputs from the at least one temperature\nsensor.\n12. The\nelectric\nvehicle\nrecited in claim 11, further comprising at least\none valve\nthat controls the flow of the coolant through the channels, the controller\ncontrolling the at\nleast one valve based on the inputs from the at least one temperature sensor.\n13. The\nelectric\nvehicle\nrecited in claim 12 wherein the controller varies\nthe flow\nof the coolant through the channels independent of each other based on\ntemperatures of the\ncells.\n21\n14. The\nelectric\nvehicle\nrecited in claim 11 further comprising an onboard\ntemperature control system connectable to the coolant delivery, the controller\nselectively\ncontrolling coupling of the onboard temperature control system to the coolant\ndelivery to pass\nthe coolant through the channels during the operation of the\nelectric\nvehicle\nand selectively\ncontrolling coupling of the receptacle on the surface of the\nelectric\nvehicle\nto pass the coolant\nthrough the channels during recharging of the\nelectric\nbattery\n.\n15. The\nelectric\nvehicle\nrecited in claim 14 further comprising a switching\nvalve\nfor selectively coupling the coolant delivery alternatively to the onboard\ntemperature control\nsystem and to the receptacle on the surface of the\nelectric\nvehicle\n.\n16. The\nelectric\nvehicle\nrecited in any one of claims 1 to 15, wherein the\ncoolant\ndelivery includes a plenum that provides the coolant to the channels.\n17. The\nelectric\nvehicle\nas recited in claim 1 wherein the cells each\nextend from\nthe first lateral edge to the second lateral edge.\n18. The\nelectric\nvehicle\nas recited in claim 17 wherein the\nbattery\ncells\nare spaced\napart by interconnectors that are provided in the channels, the coolant being\npassed through\nthe interconnectors.\n19. The\nelectric\nvehicle\nas recited in claim 18 wherein the interconnectors\nare\nporous compressible interconnectors.\n20. The\nelectric\nvehicle\nas recited in claim 19 wherein the interconnectors\nare\nformed of wire mesh, metal or carbon fibers retained in a compressible\nelastomeric matrix, or\nan interwoven conducting mat.\n21. The\nelectric\nvehicle\nas recited in claim 18 wherein the interconnectors\nare\nformed of carbon.\n22. The\nelectric\nvehicle\nas recited in claim 18 wherein the interconnectors\nare\nelectrically\nconductive.\n22\n23. The\nelectric\nvehicle\nas recited in claim 18 wherein the interconnectors\nare\nthermally conductive.\n24. The\nelectric\nvehicle\nas recited in claim 18 wherein the interconnectors\nare not\nelectrically\nconductive.\n25. The\nelectric\nvehicle\nas recited in claim 1 wherein the coolant is a\nliquid\ncoolant.\n26. The\nelectric\nvehicle\nas recited in claim 1 wherein the receptacle\nincludes a\ngroove for receiving protrusions of the connector to hold the connector in the\nreceptacle\nduring the supply of the coolant.\n27. The\nelectric\nvehicle\nas recited in claim 1 further comprising an\nadditional\nreceptacle configured for receiving an additional connector and an additional\nelectrical\nconduit configured for supplying current to the\nelectric\nbattery\nto charge the\nelectric\nbattery\nfrom the additional receptacle.\n28. The\nelectric\nvehicle\nas recited in claim 5 wherein the temperature\ncontrol\nsystem includes a cooling circuit for passing the coolant through the\nelectric\nbattery\nduring\noperation of the\nelectric\nvehicle\n, the temperature control system including at\nleast one\nswitching valve configured for coupling the coolant input to the cooling\ncircuit during driving\nand to the coolant delivery during charging.\n23 | 13/190,235 | United States of America | 2011-07-25 | La présente invention concerne un véhicule électrique. Ledit véhicule électrique comprend une batterie électrique alimentant un système d'entraînement du véhicule. La batterie comporte un carter et une pluralité de cellules à l'intérieur du carter. Les cellules sont espacées par des interconnecteurs. Le véhicule électrique comporte également une distribution de liquide de refroidissement. La distribution de liquide de refroidissement consiste à distribuer du liquide de refroidissement aux interconnecteurs. L'invention concerne en outre une batterie électrique. | True |
| 25 | Patent 2866947 Summary - Canadian Patents Database | CA 2866947 | NaN | POWER SYSTEM OFELECTRICVEHICLE,ELECTRICVEHICLECOMPRISING THE SAME AND METHOD FOR HEATINGBATTERYGROUP OFELECTRICVEHICLE | SYSTEME D'ENERGIE DE VEHICULE ELECTRIQUE, VEHICULE ELECTRIQUE COMPRENANT CELUI-CI ET PROCEDE DE CHAUFFAGE DE GROUPE DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | WU, XINGCHI, WANG, HONGJUN, XIE, SHIBIN | NaN | 2013-05-22 | DALE & LESSMANN LLP | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A power system of an\nelectric\nvehicle\n, comprising:\na\nbattery\ngroup;\na\nbattery\nheater, connected with the\nbattery\ngroup and configured to charge\nand discharge the\nbattery\ngroup to heat the\nbattery\ngroup;\na\nbattery\nmanagement device, connected with the\nbattery\ngroup and the\nbattery\nheater\nrespectively, and configured to control the\nbattery\nheater to heat the\nbattery\ngroup in a running\nheating mode or in a parking heating mode according to a temperature and a\nresidual\nelectric\nquantity of the\nbattery\ngroup when the temperature of the\nbattery\ngroup is\nlower than a first heating\nthreshold and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a parking\nelectric\nquantity threshold;\nan\nelectric\ndistribution box, configured to distribute a voltage output by the\nbattery\ngroup;\na motor;\na motor controller, connected with the motor and the\nelectric\ndistribution box\nrespectively,\ncomprising a first input terminal, a second input terminal and a pre-charging\ncapacitor connected\nbetween the first input terminal and the second input terminal, and configured\nto supply power to\nthe motor according to a control command and a voltage distributed by the\nelectric\ndistribution box;\nand\nan isolation inductor, connected between the\nbattery\ngroup and the\nelectric\ndistribution box,\nwherein an inductance of the isolation inductor matches with a capacitance of\nthe pre-charging\ncapacitor.\n2. The power system of claim 1, wherein the\nbattery\nmanagement device is\nconfigured to\ncontrol the\nbattery\nheater to heat the\nbattery\ngroup in the running heating\nmode when the\ntemperature of the\nbattery\ngroup is lower than the first heating threshold and\nthe residual\nelectric\nquantity of the\nbattery\ngroup is larger than a running\nelectric\nquantity\nthreshold, in which the\nrunning\nelectric\nquantity threshold is larger than the parking\nelectric\nquantity threshold.\n3. The power system of claim 2, wherein the\nbattery\nmanagement device controls\nthe\nbattery\nheater to heat the\nbattery\ngroup in the running heating mode when any of\nfollowing conditions is\nsatisfied:\nthe temperature of the\nbattery\ngroup is higher than a first temperature\nthreshold and lower\n33\nthan a second temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the second temperature\nthreshold and\nlower than a third temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\nlarger than a second\nelectric\nquantity threshold, in which the second\nelectric\nquantity threshold is\nlower than the first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the third temperature\nthreshold and lower\nthan a fourth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a third\nelectric\nquantity threshold, in which the third\nelectric\nquantity\nthreshold is lower than\nthe second\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the fourth temperature\nthreshold and lower\nthan a fifth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourth\nelectric\nquantity threshold, in which the fourth\nelectric\nquantity threshold is lower\nthan the third\nelectric\nquantity threshold.\n4. The power system of claim 2, wherein the\nbattery\nmanagement device is\nfurther configured\nto:\njudge whether the temperature of the\nbattery\ngroup is higher than a sixth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the sixth temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nfifth\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating\nmode;\nif the temperature of the\nbattery\ngroup is lower than the sixth temperature\nthreshold, judge\nwhether the temperature of the\nbattery\ngroup is higher than a seventh\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the seventh temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nsixth\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating\nmode, in which the sixth\nelectric\nquantity threshold is larger than the fifth\nelectric\nquantity\nthreshold;\nif the temperature of the\nbattery\ngroup is lower than the seventh temperature\nthreshold, judge\nwhether the temperature of the\nbattery\ngroup is higher than an eighth\ntemperature threshold;\n34\nif the temperature of the\nbattery\ngroup is higher than the eighth temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nseventh\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating\nmode, in which the seventh\nelectric\nquantity threshold is larger than the\nsixth\nelectric\nquantity\nthreshold;\nif the temperature of the\nbattery\ngroup is lower than the eighth temperature\nthreshold, judge\nwhether the temperature of the\nbattery\ngroup is higher than a ninth\ntemperature threshold; and\nif the temperature of the\nbattery\ngroup is higher than the ninth temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an\neighth\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating\nmode, in which the eighth\nelectric\nquantity threshold is larger than the\nseventh\nelectric\nquantity\nthreshold.\n5. The power system of claim 1 or 2, wherein the\nbattery\nmanagement device is\nfurther\nconfigured to control the\nbattery\nheater to heat the\nbattery\ngroup in the\nparking heating mode when\nthe temperature of the\nbattery\ngroup is lower than the first heating threshold\nand the residual\nelectric\nquantity of the\nbattery\ngroup is larger than the parking\nelectric\nquantity threshold but lower\nthan the running\nelectric\nquantity threshold.\n6. The power system of claim 5, wherein the\nbattery\nmanagement device controls\nthe\nbattery\nheater to heat the\nbattery\ngroup in the parking heating mode when any of\nfollowing conditions is\nsatisfied:\nthe temperature of the\nbattery\ngroup is higher than a tenth temperature\nthreshold and lower\nthan an eleventh temperature threshold, and the residual\nelectric\nquantity of\nthe\nbattery\ngroup is\nlarger than a ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the eleventh temperature\nthreshold and\nlower than a twelfth temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\nlarger than a tenth\nelectric\nquantity threshold, in which the tenth\nelectric\nquantity threshold is\nlower than the ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the twelfth temperature\nthreshold and\nlower than a thirteenth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an eleventh\nelectric\nquantity threshold, in which the\neleventh\nelectric\nquantity\nthreshold is lower than the tenth\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the thirteenth temperature\nthreshold and\nlower than a fourteenth temperature threshold, and the residual\nelectric\nquantity threshold is larger\nthan a twelfth\nelectric\nquantity threshold, in which the twelfth\nelectric\nquantity threshold is lower\nthan the eleventh twelfth\nelectric\nquantity threshold.\n7. The power system of claim 5, wherein the\nbattery\nmanagement device is\nfurther configured\nto:\njudge whether the temperature of the\nbattery\ngroup is higher than a fifteenth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the fifteenth\ntemperature threshold,\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a thirteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode;\nif the temperature of the\nbattery\ngroup is lower than the fifteenth\ntemperature threshold,\njudge whether the temperature of the\nbattery\ngroup is higher than a sixteenth\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the sixteenth\ntemperature threshold,\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the fourteenth\nelectric\nquantity threshold is larger\nthan the fifteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the sixteenth\ntemperature threshold,\njudge whether the temperature of the\nbattery\ngroup is higher than a\nseventeenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the seventeenth\ntemperature threshold,\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fifteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the fifteenth\nelectric\nquantity threshold is larger\nthan the fourteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the seventeenth\ntemperature threshold,\njudge whether the temperature of the\nbattery\ngroup is higher than an\neighteenth temperature\nthreshold; and\nif the temperature of the\nbattery\ngroup is higher than the eighteenth\ntemperature threshold,\n36\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a sixteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the sixteenth\nelectric\nquantity threshold is larger\nthan the fifteenth\nelectric\nquantity threshold.\n8. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto: judge whether a current throttle depth change rate of the\nelectric\nvehicle\nreaches a preset\nthrottle depth change rate threshold, and if yes, control the\nbattery\nheater\nto stop heating the\nbattery\ngroup.\n9. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto judge whether a heating time reaches a first preset time and to control the\nbattery\nheater to\nsuspend heating the\nbattery\ngroup when the heating time reaches the first\npreset time.\n10. The power system of claim 9, wherein after controlling the\nbattery\nheater\nto suspend\nheating the\nbattery\ngroup, the\nbattery\nmanagement device is further configured\nto calculate a\nsuspension time and control the\nbattery\nheater to heat the\nbattery\ngroup when\nthe suspension time\nreaches a second preset time.\n11. The power system of claim 1, wherein the\nbattery\nheater comprises:\na first switch module, a first terminal of the first switch module connected\nwith a first\nelectrode of the\nbattery\ngroup and the isolation inductor respectively;\na first capacitor, a first terminal of the first capacitor connected with a\nsecond terminal of the\nfirst switch module, and a second terminal of the first capacitor connected\nwith a second electrode\nof the\nbattery\ngroup;\na first inductor, a first terminal of the first inductor connected with a node\nbetween the first\nswitch module and the first capacitor; and\na second switch module, a first terminal of the second switch module connected\nwith a\nsecond terminal of the first inductor, and a second terminal of the second\nswitch module connected\nwith the second electrode of the\nbattery\ngroup,\nwherein a control terminal of the first switch module and a control terminal\nof the second\nswitch module are connected with the\nbattery\nmanagement device, and the\nbattery\nmanagement\ndevice sends a heating signal to the control terminal of the first switch\nmodule and the control\nterminal of the second switch module to control the first switch module and\nthe second switch\nmodule to turn on in turn so as to generate a charge current and a discharge\ncurrent in turn, in\n37\nwhich the first switch module is on when the second switch module is off, and\nthe first switch\nmodule is off when the second switch module is on.\n12. The power system of claim 1, wherein the\nelectric\ndistribution box\ncomprises:\na primary contactor, configured to distribute the voltage output by the\nbattery\ngroup to a\npower consumption equipment of the\nelectric\nvehicle\n; and\na pre-contactor, connected with the first input terminal or the second input\nterminal of the\nmotor controller, and configured to charge the pre-charging capacitor under a\ncontrol of the\nbattery\nmanagement device before the motor controller controls the motor to start.\n13. An\nelectric\nvehicle\ncomprising a power system of any one of claims 1-12.\n14. A method for heating a\nbattery\ngroup of an\nelectric\nvehicle\n, comprising:\ndetecting a temperature and a residual\nelectric\nquantity of the\nbattery\ngroup;\nif the temperature of the\nbattery\ngroup is lower than a first heating\nthreshold and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a parking\nelectric\nquantity threshold, controlling\na\nbattery\nheater to heat the\nbattery\ngroup in a running heating mode or in a\nparking heating mode\naccording to the temperature and the residual\nelectric\nquantity of the\nbattery\ngroup; and\nif the temperature of the\nbattery\ngroup is lower than the first heating\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than the parking\nelectric\nquantity threshold,\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis\ninhibited from being driven.\n15. The method of claim 14, wherein the\nbattery\nheater is controlled to heat\nthe\nbattery\ngroup\nin the running heating mode when the temperature of the\nbattery\ngroup is lower\nthan the first\nheating threshold and the residual\nelectric\nquantity of the\nbattery\ngroup is\nlarger than a running\nelectric\nquantity threshold, in which the running\nelectric\nquantity threshold\nis larger than the\nparking\nelectric\nquantity threshold.\n16. The method of claim 15, wherein the\nbattery\nheater is controlled to heat\nthe\nbattery\ngroup\nin the running heating mode when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than a first temperature\nthreshold and lower\nthan a second temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the second temperature\nthreshold and\nlower than a third temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\n38\nlarger than a second\nelectric\nquantity threshold, in which the second\nelectric\nquantity threshold is\nlower than the first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the third temperature\nthreshold and lower\nthan a fourth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a third\nelectric\nquantity threshold, in which the third\nelectric\nquantity\nthreshold is lower than\nthe second\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the fourth temperature\nthreshold and lower\nthan a fifth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourth\nelectric\nquantity threshold, in which the fourth\nelectric\nquantity threshold is lower\nthan the third\nelectric\nquantity threshold.\n17. The method of claim 15, wherein controlling the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating mode comprises:\njudging whether the temperature of the\nbattery\ngroup is higher than a sixth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the sixth temperature\nthreshold, judging\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nfifth\nelectric\nquantity\nthreshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the running heating\nmode;\nif the temperature of the\nbattery\ngroup is lower than the sixth temperature\nthreshold, judging\nwhether the temperature of the\nbattery\ngroup is higher than a seventh\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the seventh temperature\nthreshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a sixth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the running\nheating mode, in which the sixth\nelectric\nquantity threshold is larger than\nthe fifth\nelectric\nquantity\nthreshold;\nif the temperature of the\nbattery\ngroup is lower than the seventh temperature\nthreshold,\njudging whether the temperature of the\nbattery\ngroup is higher than an eighth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the eighth temperature\nthreshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a seventh\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the running\n39\nheating mode, in which the seventh\nelectric\nquantity threshold is larger than\nthe sixth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the eighth temperature\nthreshold, judging\nwhether the temperature of the\nbattery\ngroup is higher than a ninth\ntemperature threshold; and\nif the temperature of the\nbattery\ngroup is higher than the ninth temperature\nthreshold, judging\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an\neighth\nelectric\nquantity\nthreshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the running heating\nmode, in which the eighth\nelectric\nquantity threshold is larger than the\nseventh\nelectric\nquantity\nthreshold.\n18. The method of claim 14 or 15, wherein the\nbattery\nheater is controlled to\nheat the\nbattery\ngroup in the parking heating mode when the temperature of the\nbattery\ngroup is\nlower than the first\nheating threshold and the residual\nelectric\nquantity of the\nbattery\ngroup is\nlarger than the parking\nelectric\nquantity threshold but lower than the running\nelectric\nquantity\nthreshold.\n19. The method of claim 18, wherein the\nbattery\nheater is controlled to heat\nthe\nbattery\ngroup\nin the parking heating mode when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than a tenth temperature\nthreshold and lower\nthan an eleventh temperature threshold, and the residual\nelectric\nquantity of\nthe\nbattery\ngroup is\nlarger than a ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the eleventh temperature\nthreshold and\nlower than a twelfth temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\nlarger than a tenth\nelectric\nquantity threshold, in which the tenth\nelectric\nquantity threshold is\nlower than the ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the twelfth temperature\nthreshold and\nlower than a thirteenth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an eleventh\nelectric\nquantity threshold, in which the\neleventh\nelectric\nquantity\nthreshold is lower than the tenth\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the thirteenth temperature\nthreshold and\nlower than a fourteenth temperature threshold, and the residual\nelectric\nquantity threshold is larger\nthan a twelfth\nelectric\nquantity threshold, in which the twelfth\nelectric\nquantity threshold is lower\nthan the eleventh twelfth\nelectric\nquantity threshold.\n20. The method of claim 18, wherein controlling the\nbattery\nheater to heat the\nbattery\ngroup in\nthe parking heating mode comprises:\njudging whether the temperature of the\nbattery\ngroup is higher than a\nfifteenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the fifteenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a thirteenth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to\nheat the\nbattery\ngroup in the\nparking heating mode;\nif the temperature of the\nbattery\ngroup is lower than the fifteenth\ntemperature threshold,\njudging whether the temperature of the\nbattery\ngroup is higher than a\nsixteenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the sixteenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourteenth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to\nheat the\nbattery\ngroup in the\nparking heating mode, in which the fourteenth\nelectric\nquantity threshold is\nlarger than the\nthirteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the sixteenth\ntemperature threshold,\njudging whether the temperature of the\nbattery\ngroup is higher than a\nseventeenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the seventeenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fifteenth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the fifteenth\nelectric\nquantity threshold is larger\nthan the fourteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the seventeenth\ntemperature threshold,\njudging whether the temperature of the\nbattery\ngroup is higher than an\neighteenth temperature\nthreshold; and\nif the temperature of the\nbattery\ngroup is higher than the eighteenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a sixteenth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the sixteenth\nelectric\nquantity threshold is larger\nthan the fifteenth\nelectric\nquantity threshold.\n41\n21. The method of claim 14, further comprising:\njudging whether a current throttle depth change rate of the\nelectric\nvehicle\nreaches a preset\nthrottle depth change rate threshold;\nif yes, controlling the\nbattery\nheater to stop heating the\nbattery\ngroup; and\nif no, controlling the\nbattery\nheater to continue heating the\nbattery\ngroup.\n22. The method of claim 14, further comprising:\njudging whether a heating time reaches a first preset time; and\ncontrolling the\nbattery\nheater to suspend heating the\nbattery\ngroup when the\nheating time\nreaches the first preset time.\n23. The method of claim 22, further comprising:\ncalculating a suspension time after controlling the\nbattery\nheater to suspend\nheating the\nbattery\ngroup;\njudging whether the suspension time reaches a second preset time; and\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup when the suspension\ntime reaches the\nsecond preset time.\n24. The method of claim 14, further comprising:\ncalculating a current temperature of the\nbattery\ngroup and a current residual\nelectric\nquantity\nof the\nbattery\ngroup;\ncalculating a maximum output power of the\nbattery\ngroup according to the\ncurrent\ntemperature of the\nbattery\ngroup and the current residual\nelectric\nquantity of\nthe\nbattery\ngroup; and\ncontrolling the\nelectric\nvehicle\nto run under a limited power according to the\nmaximum output\npower of the\nbattery\ngroup.\n25. The method of claim 14, further comprising: controlling the\nbattery\nheater\nto stop heating\nthe\nbattery\ngroup when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than the first heating\nthreshold;\na temperature of any single\nbattery\nin the\nbattery\ngroup is higher than a\nsecond heating\nthreshold, wherein the second heating threshold is larger than the first\nheating threshold; and\na continuous heating time of the\nbattery\nheater is larger than a heating time\nthreshold.\n42 | 201210160507.4 | China | 2012-05-22 | L'invention concerne un système d'énergie d'un véhicule électrique, un véhicule électrique comprenant celui-ci et un procédé de chauffage d'un groupe de batterie du véhicule électrique. Le système d'énergie comprend : un groupe de batterie (101) ; un chauffage de batterie (102) connecté au groupe de batterie (101) ; un dispositif de gestion de batterie (103) connecté au groupe de batterie (101) et au chauffage de batterie (102) respectivement, et configuré pour commander le chauffage de batterie afin de chauffer le groupe de batterie dans un mode de chauffage en déplacement ou un mode de chauffage à l'arrêt selon une température et une quantité électrique résiduelle du groupe de batterie lorsque la température du groupe de batterie est inférieure à un premier seuil de chauffage et la quantité électrique résiduelle du groupe de batterie est supérieure à un seuil de quantité électrique à l'arrêt ; un contrôleur de moteur (106) connecté à un moteur (105) et une boîte de distribution électrique (104) respectivement ; et un inducteur isolant (L2). | True |
| 26 | Patent 2836001 Summary - Canadian Patents Database | CA 2836001 | NaN | RECHARGING OFBATTERYELECTRICVEHICLESON A SMARTELECTRICALGRID SYSTEM | RECHARGE DE VEHICULES ELECTRIQUES A BATTERIE SUR UN SYSTEME DE RESEAU ELECTRIQUE INTELLIGENT | NaN | ANGLIN, HOWARD NEIL, MEJIA, IRGELKHA, RUEGGER, NICHOLAS JOSEPH, YOUNG, YVONNE MARIE | 2019-05-07 | 2012-06-11 | WANG, PETER | English | INTERNATIONAL BUSINESS MACHINES CORPORATION | 27\nCLAIMS\n1. A method for recharging a number of\nbattery\nelectric\nvehicles\n, the\nmethod comprising:\nreceiving, by a control module configurable to control an\nelectrical\ngrid\nsystem that comprises\na number of recharging stations that are configurable to recharge the number\nof\nbattery\nelectric\nvehicles\n, from the number of\nbattery\nelectric\nvehicles\nusage data that\ncomprises a current charge\nlevel, a current location, and a planned itinerary that comprises a\ndestination;\ndetermining, by the control module, anticipated\nelectrical\nloads at the number\nof recharging\nstations of the\nelectrical\ngrid system based on the usage data of the number\nof\nbattery\nelectric\nvehicles\n; and\nredistributing, by the control module,\nelectrical\nsupply on the\nelectrical\ngrid system to at least\none recharging station of the number of recharging stations based on the\nanticipated\nelectrical\nloads,\nprior to actual usage defined by the usage data by the number of\nbattery\nelectrical\nvehicles\n.\n2. A method for recharging a number of\nbattery\nelectric\nvehicles\n, the\nmethod comprising:\nreceiving, by a control module configured to control an\nelectrical\ngrid system\nthat includes a\nnumber of recharging stations that are configured to recharge the number of\nbattery\nelectric\nvehicles\n,\nfrom the number of\nbattery\nelectric\nvehicles\nthat are to recharge at a number\nof recharging stations of\nthe\nelectrical\ngrid system from an\nelectrical\nsupply provided by a power\ngenerator coupled to the\nelectrical\ngrid system, usage data that comprises a current charge level, a\ncurrent location, and a\nplanned itinerary that includes a destination; and\ndetermining, by the control module, anticipated\nelectrical\nloads at the number\nof recharging\nstations of the\nelectrical\ngrid system based on the usage data of the number\nof\nbattery\nelectric\nvehicles\n; and\ndenying, in response to receiving a communication including the anticipated\nelectrical\nloads,\naccess to at least one recharging station of the number of recharging stations\nby at least one\nbattery\nelectric\nvehicle\nof the number of\nbattery\nelectric\nvehicles\nin a number of\nsectors of the\nelectrical\ngrid\nsystem.\n28\n3. The method as claimed in claim 2, further comprising redistributing, by\nthe control module,\nelectrical\nsupply on the\nelectrical\ngrid system to at least one recharging\nstation of the number of\nrecharging stations based on the anticipated\nelectrical\nloads, prior to actual\nusage defined by the\nusage data by the number of\nbattery\nelectrical\nvehicles\n.\n4. The method as claimed in any one of claims 1 to 3, further comprising\ntransmitting, by the\ncontrol module, to at least one\nbattery\nelectric\nvehicle\nof the number of\nbattery\nelectric\nvehicles\n, a\nrecommended recharging station among the number of recharging stations for\nactual usage by the at\nleast one\nbattery\nelectric\nvehicle\n.\n5. The method as claimed in claim 4, wherein the recommended recharging\nstation provided by\nthe control module is based on an environmental condition that comprises at\nleast one of traffic,\ngeographical terrain, and weather.\n6. The method as claimed in either claim 4 or 5, wherein recommendation of\nthe recommended\nrecharging station is derived from at least one of cost, recharge time, and\nenvironmental impact.\n7. The method as claimed in any one of claims 4 to 6, wherein actual usage\nof the recommended\nrecharging station by the at least one\nbattery\nelectric\nvehicle\nprovides a\nmore even distribution of the\nanticipated\nelectrical\nloads on the\nelectrical\ngrid system than actual usage\nof the recharging station\nthat is closest to the current location.\n8. The method as claimed in any one of claims 1 to 7, further comprising\ndynamically varying\ncharge rates for recharging at the number of recharging stations based on the\nanticipated\nelectrical\nloads, wherein the charge rates are variable across the number of recharging\nstations.\n9. The method as claimed in claim 8, further comprising:\ndetermining, by the control module, an anticipated charge rate for recharging\nat the number of\nrecharging stations for at least one\nbattery\nelectric\nvehicle\nof the number of\nbattery\nelectric\nvehicles\nfor the planned itinerary for the at least one\nbattery\nelectric\nvehicle\n,\nwherein the anticipated charge\nrate is based on the charge rates being dynamically varied based on the\nanticipated\nelectrical\nloads;\nand\n29\ntransmitting the anticipated charge rate to at least one of a device of the at\nleast one\nbattery\nelectric\nvehicle\nand a mobile device associated with an operator of the at\nleast one\nbattery\nelectric\nvehicle\n.\n10. The method as claimed in any one of claims 1 to 9, further comprising:\nreceiving, through a network communication by the control module, an\nelectronic token from\nat least one of a mobile device of an operator of at least one\nbattery\nelectric\nvehicle\nof the number of\nbattery\nelectric\nvehicles\nand a device associated with the at least one\nbattery\nelectric\nvehicle\n; and\nresponsive to receiving the electronic token, reserving a reserve spot at the\nnumber of\nrecharging stations to recharge the at least one\nbattery\nelectric\nvehicle\n,\nwherein the reserving of the\nspot is for a guaranteed time period based on a monetary value of the\nelectronic token and is\nunrestricted with regard to a recharging station of the number of recharging\nstations where the reserve\nspot is located, wherein the reserving of the reserve spot is unrestricted\nwith regard to a time and a\nday.\n11. A method for recharging an\nelectric\nvehicle\n, the method comprising:\nreceiving, by a control\nmodule and from a\nvehicle\nin transit along a route having a number of stops\nfor passenger pickup, a\ncurrent charge level and a current location, wherein the number of stops\ninclude recharging stations\nconfigured to recharge the\nvehicle\n; receiving, by the control module and from\na next stop of the\nnumber of stops, an anticipated stop time at the next stop for the\nvehicle\n;\ndetermining, by the control\nmodule, a power output to be supplied to the\nvehicle\nby a recharging station\nof the recharging stations\nat the next stop based on the current charge level, wherein the power output\ncomprises an amount of\npower to be supplied at the next stop and wherein the power output comprises\nthe amount of power\nneeded to satisfy a minimum amount of charge to enable the\nvehicle\nto arrive\nat a subsequent stop of\nthe number of stops after the next stop; and transmitting, to the recharging\nstation at the next stop, the\npower output.\n12. The method of claim 11, wherein the anticipated stop time is derived\nfrom a number of\npassengers unloading from and loading onto on the\nvehicle\nat the next stop.\n13. The method of either claim 11 or 12, wherein the power output is\nderived from an\nenvironmental condition affecting the\nvehicle\nbetween the next stop and the\nsubsequent stop, the\nenvironmental condition comprising at least one of traffic, geographical\nterrain, and weather.\n30\n14. The method of either claim 11 or 12, further comprising receiving, by\nthe control module and\nfrom the\nvehicle\nin transit along the route, a charge capacity for the\nvehicle\n, wherein the power output\nis determined based on the charge capacity.\n15. An apparatus comprising means for implementing the method of any one of\nclaims 1 to 14.\n16. A computer-readable medium storing code which, when executed by a\nprocessing unit of a\ncomputer system, causes the computer system to implement the method of any one\nof claims 1 to 14. | 13/174,227 | United States of America | 2011-06-30 | L'invention, selon quelques modes de réalisation, concerne un procédé pour recharger un certain nombre de véhicules électriques à batterie. Le procédé comprend la réception (par un module de commande configurable pour commander un système de réseau électrique qui comprend un certain nombre de stations de recharge qu'on peut configurer pour recharger ledit nombre de véhicules électriques à batterie et depuis ledit nombre de véhicules électriques à batterie) de données d'utilisation qui comprennent un niveau de charge actuel, une position actuelle et un itinéraire programmé qui comprend une destination. Le procédé comprend la détermination des charges électriques prévues dans le nombre de secteurs du système de réseau électrique en fonction des données d'utilisation du nombre de véhicules électriques à batterie. Le procédé comprend aussi la redistribution de l'alimentation électrique sur le système de réseau électrique à au moins une station de recharge dudit nombre de stations de recharge en fonction des charges électriques prévues, avant l'utilisation effective définie par les données d'utilisation par ledit nombre de véhicules électriques à batterie. | True |
| 27 | Patent 2532410 Summary - Canadian Patents Database | CA 2532410 | NaN | VEHICLECHARGING, MONITORING AND CONTROL SYSTEMS FORELECTRICAND HYBRIDELECTRICVEHICLES | SYSTEMES DE CHARGEMENT, DE CONTROLE ET DE COMMANDE POUR VEHICULES ELECTRIQUES ET VEHICULES ELECTRIQUES HYBRIDES | NaN | AMBROSIO, JOSEPH MARIO, SFAKIANOS, KONSTANTINOS | 2012-03-13 | 2006-01-10 | OSLER, HOSKIN & HARCOURT LLP | English | POWER TECHNOLOGY HOLDINGS, LLC | WHAT IS CLAIMED IS:\n1. A distributed charging system for\nelectric\nand hybrid\nelectric\nvehicles\n, the distributed charging system\ncomprising: multiple\nbattery\npacks; said\nbattery\npacks\nhaving separate and independent charging systems and\nseparate and independent\nbattery\nmanagement systems, the\nbattery\nmanagement systems controlling their respective\nindependent charging systems; multiple sources of\nelectric\npower for said independent charging systems; and means for\ndistributing said\nelectric\npower from said sources of\nelectric\npower separately to each of said independent\ncharging systems, wherein each\nbattery\nmanagement system\nis in communication with a\nvehicle\nmonitoring control\nsystem, and wherein each\nbattery\npack has a separate and\nindependent thermal management system controlled by its\nrespective\nbattery\nmanagement system.\n2. The distributed charging system of claim 1 wherein said\nbattery\npacks are of different voltages.\n3. The distributed charging system of claim 2 wherein said\nbattery\npacks are high voltage\nbattery\npacks.\n4. The distributed charging system as in claim 1 further\ncomprising at least one low voltage power pack.\n5. The distributed charging system of claim 1 wherein the\nbattery\npacks are high voltage\nbattery\npacks connected in\nseries during motor\nvehicle\noperation.\n11\n6. The distributed charging system as in claim 1 wherein\nthe\nbattery\npacks are connected in parallel during motor\nvehicle\noperation.\n7. The distributed charging system of claim 1 wherein at\nleast one of said sources of\nelectric\npower is an onboard\nauxiliary power unit comprising an internal combustion\nengine.\n8. The distributed charging system of claim 1 wherein at\nleast one of said sources of\nelectric\npower is an off-\nboard power supply.\n9. The distributed charging system of claim 1 wherein at\nleast one of said sources of\nelectric\npower is an AC power\nsupply.\n10. The distributed charging system of claim 1 wherein at\nleast one of said sources of\nelectric\npower is a DC power\nsupply.\n11. The distributed charging system of claim 1 wherein\npower is supplied to each of said\nbattery\npacks from a\nmains supply.\n12. The distributed charging system of claim 1 wherein one\nof said sources is solar energy.\n13. The distributed charging system of claim 1 wherein all\nsaid sources of\nelectric\npower are integrated into a\nsingle power supply distribution block.\n12\n14. The distributed charging system of claim 1 wherein\neach said\nbattery\npack of a\nbattery\ncompartment has\nassociated therewith at least one sub-system requiring a\ndifferent voltage than that of a main\nbattery\nvoltage for\nsaid\nbattery\npack, thereby requiring at least one of a\nlower and/or higher voltage\nbattery\ncompartment for said\nbattery\ncompartment.\n15. A distributed charging system for a plurality of\nbattery\npacks for\nvehicles\n, the distributed charging\nsystem comprising: a separate and independent charging\nsystem for each\nbattery\npack of the\nbattery\npacks; a\nseparate and independent\nbattery\nmanagement system for\neach\nbattery\npack of the\nbattery\npacks, wherein the\nbattery\nmanagement system controls a respective\nindependent charging system; and an independent thermal\nmanagement system for each\nbattery\npack controlled by its\nrespective\nbattery\nmanagement system, wherein each\nbattery\nmanagement system is in communication with a\nvehicle\nmonitoring control system.\n16. The distributed charging system as in claim 15 further\ncomprising at least one low voltage power pack.\n17. The distributed charging system of claim 15 wherein\nsaid\nbattery\npacks are high voltage\nbattery\npacks.\n18. The distributed charging system of claim 15 wherein\nthe high voltage\nbattery\npacks are connected in series\nduring motor\nvehicle\noperation.\n13\n19. The distributed charging system as in claim 15 wherein\nthe\nbattery\npacks are connected in parallel during motor\nvehicle\noperation.\n20. The distributed charging system of claim 15 wherein at\nleast one of said sources of\nelectric\npower is an onboard\nauxiliary power unit comprising an internal combustion\nengine.\n21. The distributed charging system of claim 15 wherein at\nleast one of said sources of\nelectric\npower is an off-\nboard power supply.\n22. The distributed charging system of claim 15 in which\nat least one of said sources of\nelectric\npower is an AC\npower supply.\n23. A distributed charging system for\nvehicles\n, the\ndistributed charging system comprising: a plurality of\nbattery\npacks, the\nbattery\npacks having separate and\nindependent charging systems, separate and independent\nbattery\nmanagement systems, and separate and independent\nthermal management system, wherein each of the\nbattery\nmanagement systems controls a respective charging system\nof the independent charging systems and a respective\nthermal management system of the thermal management\nsystems and wherein each\nbattery\nmanagement system is in\ncommunication with a\nvehicle\nmonitoring control system.\n24. The distributed charging system of claim 23 wherein\nthe\nbattery\npacks are configured as a stored energy\nsystem.\n14\n25. The distributed charging system of claim 24 further\ncomprising an input of receiving power from an APU and\nmains.\n26. The distributed charging system of claim 15 wherein\nthe thermal management system, and the\nbattery\nmanagement\nsystem are coupled to a local star network.\n27. The distributed charging system of claim 15, wherein\nthe\nbattery\npacks are coupled to multiple power sources in\nseries or in parallel. | 60/642,499 | United States of America | 2005-01-10 | Un système de charge répartie pour véhicules électriques et hybrides comprend de multiples blocs d'éléments d'accumulateurs de différentes tensions. Ce système est constitué de blocs d'éléments d'accumulateurs haute tension, et de un ou plusieurs blocs d'éléments d'accumulateurs basse tension. Chacun de ces blocs comportent des systèmes de charge distincts et indépendants et de multiples sources d'alimentation électrique. Cette alimentation électrique est distribuée à partir des sources d'électricité, séparément, à chacun des systèmes de charge indépendants. Un système d'entraînement du véhicule électrique ou du véhicule électrique hybride comprend un système de charge indépendant constitué de ces multiples blocs d'éléments d'accumulateurs et d'un contrôleur principal d'événements. Ce contrôleur contrôle au moins : a) un système d'entraînement à traction qui comprend un moteur et un contrôleur, pour recevoir l'énergie électrique d'entraînement d'un système à énergie stockée pour la propulsion du véhicule, b) un système d'alimentation auxiliaire pour recharger les blocs d'éléments d'accumulateurs, et c) un réseau de contrôle et de commande du véhicule pour commander le fonctionnement et contrôler tous les réseaux de bus du véhicule. | True |
| 28 | Patent 3087315 Summary - Canadian Patents Database | CA 3087315 | NaN | BATTERYHOLDER, POWER TRANSFER DEVICE,ELECTRICVEHICLEAND INSTALLATION METHOD FORELECTRICVEHICLE | SUPPORT DE BATTERIE, DISPOSITIF DE TRANSFERT D'ENERGIE, VEHICULE ELECTRIQUE ET PROCEDE D'INSTALLATION POUR VEHICULE ELECTRIQUE | NaN | ZHANG, JIANPING, HUANG, CHUNHUA, LAN, ZHIBO | NaN | 2018-12-29 | FASKEN MARTINEAU DUMOULIN LLP | English | SHANGHAI DIANBA NEW ENERGY TECHNOLOGY CO., LTD., AULTON NEW ENERGY AUTOMOTIVE TECHNOLOGY GROUP, SHANGHAI DIANBA NEW ENERGY TECHNOLOGY CO., LTD. | CA 03087315 2020-06-29\nClaims\n1. A\nbattery\nholder, for being mounted on the body of an\nelectric\nvehicle\nto\nfix a\nbattery\npack, the\nbattery\nholder comprises a fixing bracket and a lock mechanism, the\nlock mechanism\nis fixed on the fixing bracket, characterized in that the\nbattery\nholder\nfurther comprises:\na plurality of supporting devices, the supporting device is fixed on one side\nof the fixing\nbracket facing the\nbattery\npack, and the plurality of supporting devices\nprovide a plurality of\nsupport points to support the\nbattery\npack.\n2. The\nbattery\nholder according to claim 1, characterized in that the lock\nmechanism\nincludes a locking base, the locking base is provided with an opening and a\ncavity extending\nfrom the opening, the opening is used for a locking shaft installed on the\nbattery\npack to enter\nthe cavity;\nthe supporting device is provided with a supporting groove, a lower surface of\nthe\nsupporting groove is in the same plane with a lower surface of the cavity.\n3. The\nbattery\nholder according to claims 1 or 2, characterized in that the\nsupporting\ndevice is provided with the supporting groove;\nthe supporting device comprises:\na supporting base, the supporting base is provided with a supporting opening\nand a\nsupporting groove which extends from the supporting opening, and the\nsupporting opening is\nused for a supporting portion mounted on the\nbattery\npack to enter the\nsupporting groove;\npreferably, the fixing bracket has an upper-position accommodation cavity, the\nupper-position accommodation cavity is located above the supporting opening,\nan\nupper-position sensor is arranged in the upper-position accommodation cavity,\nthe\n1\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\nupper-position sensor is used for detecting whether the supporting portion of\nthe\nbattery\npack\nhas passed through the supporting opening;\nand/or, the fixing bracket has a front-position accommodation cavity, the\nfront-position\naccommodation cavity is located at the front end of the supporting groove , a\nfront-position\nsensor is arranged in the front-position accommodation cavity, the front-\nposition sensor is used\nto detect whether the supporting portion of the\nbattery\npack has entered a\nfront end of the\nsupporting groove.\n4. The\nbattery\nholder according to claim 3, characterized in that the\nsupporting device\nfurther comprises an elastic part, the elastic part is at least partially\nlocated in the supporting\ngroove, and the elastic part is used for abutting against the supporting\nportion of the\nbattery\npack ;\npreferably, the elastic part comprises an elastic pad, an elastic handle and\nan elastic head\nconnected in sequence;\nthe elastic pad is located in the supporting groove, the elastic pad is used\nfor abutting\nagainst the supporting portion of the\nbattery\npack;\nthe elastic handle passes through the supporting base, and a wall portion of\nthe supporting\nbase is clamped between the elastic pad and the elastic head.\n5. The\nbattery\nholder according to claim 3, characterized in that the\nsupporting base is\nprovided with a locating hole, the supporting device further includes a dowel\npin, the dowel pin\nis partially located outside the locating hole, and the dowel pin is in\ninterference fit with the\nlocating hole;\n52\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\nand/or, the supporting base is provided with a mounting hole, the mounting\nhole is a\nthreaded hole, the supporting base can be detachably connected to the fixing\nbracket through\nthe mounting hole;\nand/or, the supporting opening is a bell mouth.\n6. The\nbattery\nholder according to any one of claims 1-5, characterized in\nthat the plurality\nof supporting devices are distributed on both sides of the fixing bracket in\nthe length direction\nof the fixing bracket;\npreferably, the numbers of the supporting devices respectively located on both\nsides of the\nfixing bracket are the same, and the supporting devices arranged on both sides\nof the fixing\nbracket are one-to-one corresponding and relatively arranged;\nand/or, both sides of the fixing bracket in the length direction of the fixing\nbracket are\nprovided with the lock mechanisms, the supporting device and the lock\nmechanism which are\non the same side are arranged at intervals;\npreferably, in the supporting devices and the lock mechanisms which are on the\nsame side,\nand in the length direction of the fixing bracket, the supporting devices are\ndistributed at both\nends of the fixing bracket, the lock mechanisms are located in the middle part\nof the fixing\nbracket.\n7. The\nbattery\nholder according to claim 6, characterized in that in the\nlength direction of\nthe fixing bracket, both sides of the fixing bracket are both arranged with\ntwo lock mechanisms,\nthe two lock mechanisms on the same side of the fixing bracket are arranged at\nintervals, and\nare respectively a primary lock mechanism and a secondary lock mechanism;\n53\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\npreferably, the primary lock mechanism comprises a locking link, at least one\nprimary\nlocking tongue and at least one primary locking base, the primary locking base\nis fixed on the\nfixing bracket, the primary locking base is provided with a primary opening\nand a primary\ncavity extending from the primary opening, the primary opening is used for the\nprimary\nlocking shaft installed on the\nbattery\npack to enter the primary cavity, the\nlocking link is\nrotatably connected with the at least one primary locking tongue, the locking\nlink is used to\ndrive the primary locking tongue to rotate under the action of external force,\nso that the\nprimary locking tongue can rotate relative to the primary locking base to\nchange between a\nprimary unlocking state and a primary locking state, when the primary locking\ntongue is in the\nprimary locking state, the primary locking tongue can prevent the primary\nlocking shaft from\nleaving the primary cavity from the primary opening;\nand/or, the secondary lock mechanism comprises:\na secondary locking base, the secondary locking base is fixed on the fixing\nbracket, the\nsecondary locking base is provided with a secondary opening and a secondary\ncavity extending\nfrom the secondary opening, the secondary opening is used for the secondary\nlocking shaft\ninstalled on the\nbattery\npack to enter the secondary cavity;\na secondary locking tongue, the secondary locking tongue can rotate relative\nto the\nsecondary locking base to change between an unlocking state and a locking\nstate, the\nsecondary locking tongue includes a secondary locking tongue body and a\nsecondary locking\ntongue extension portion which are fixedly connected, the secondary locking\ntongue extension\nportion is on the outside of the secondary locking base, when the secondary\nlocking tongue is\nin the locking state, the secondary locking tongue body can prevent the\nsecondary locking shaft\nfrom leaving the secondary cavity from the secondary opening ; and,\n54\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\na secondary reset part, the secondary reset part is arranged on the secondary\nlocking base,\nand the secondary reset part acts on the secondary locking tongue, the\nsecondary reset part is\nable to be elastically deformed, the secondary reset part is used to rotate\nthe secondary locking\ntongue in a locking direction to reset from the unlocking state to the locking\nstate.\n8. The\nbattery\nholder according to any one of claims 1-7, characterized in\nthat the fixing\nbracket comprises a frame and a temporary connector, one side of the frame in\nthe width\ndirection of the fixing bracket has a bracket opening, and the temporary\nconnector is\ndetachably connected to the portions at the two ends of the bracket opening in\nthe frame, and\ncovers the bracket opening or is located in the bracket opening;\nand/or, the\nbattery\nholder further includes a quick-change sensor, the quick-\nchange sensor\nis arranged on the fixing bracket, the quick-change sensor is used to detect\nthe position signal\nof a power transfer equipment and transmit the position signal to a\ncontroller.\n9. A power transfer device, characterized in that the power transfer device\nincludes the\nbattery\nholder according to any one of claims 1-9, the fixing bracket forms a\nbattery\npack\ncontainment cavity for containing the\nbattery\npack, both sides of the\nbattery\npack are provided\nwith the locking shafts, and the lock mechanisms are fixed on two sides of the\nbattery\npack\ncontainment cavity, the power transfer device further comprises:\nan\nelectrical\nconnector of the\nvehicle\nside, the\nelectrical\nconnector of the\nvehicle\nside is\narranged in the\nbattery\npack containment cavity, and the\nelectrical\nconnector\nof the\nvehicle\nside\nfaces to an\nelectrical\nconnector of the\nbattery\nside of the\nbattery\npack, both\nof the\nelectrical\nconnector of the\nvehicle\nside and the\nelectrical\nconnector of the\nbattery\nside\nhave a plurality of\ncorresponding poles;\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\nwherein when the locking shaft of the\nbattery\npack rises in place in the lock\nmechanism\nalong the height direction of the\nbattery\npack, the distance between the\nlocking shaft and the\nlock point along the length of the\nbattery\npack in the lock mechanism is\ngreater than the gap\nbetween the\nelectrical\nconnector of the\nbattery\nside and the\nelectrical\nconnector of the\nvehicle\nside along the length direction of the\nbattery\npack;\nwhen the locking shaft reaches the locking point of the lock mechanism, the\npole of the\nelectrical\nconnector of the\nbattery\nside is abutting against the pole of the\nelectrical\nconnector of\nthe\nvehicle\nside.\n10. The power transfer device according to claim 9, characterized in that the\ndistance\nbetween the locking shaft and the lock point along the length of the\nbattery\npack in the lock\nmechanism is called a first distance, and the gap between a high-voltage pole\nof the\nelectrical\nconnector of the\nbattery\nside and a high-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside along the length direction of the\nbattery\npack is called a second\ndistance;\nthe height of the low-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside is lower\nthan the height of the high-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside, and the\nheight difference between the low-voltage pole of the\nelectrical\nconnector of\nthe\nvehicle\nside\nand the high-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside is\nless than or equal to\nthe difference between the first distance and the second distance;\nor, the height of the low-voltage pole of the\nelectrical\nconnector of the\nbattery\nside is\nlower than the height of the high-voltage pole of the\nelectrical\nconnector of\nthe\nbattery\nside,\nand the height difference between the low-voltage pole of the\nelectrical\nconnector of the\nbattery\nside and the high-voltage pole of the\nelectrical\nconnector of the\nbattery\nside\nis less than or\nequal to the difference between the first distance and the second distance;\n56\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\npreferably, the range of height difference between the low-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside and the high-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside is 0-2 mm.\n11. The power transfer device according to claim 9, characterized in that the\ndistance\nbetween the locking shaft and the lock point along the length of the\nbattery\npack in the lock\nmechanism is called the first distance, and the gap between a high-voltage\npole of the\nelectrical\nconnector of the\nbattery\nside and a high-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside along the length direction of the\nbattery\npack is called the second\ndistance;\nthe height of the low-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside is lower\nthan the height of the high-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside, and the\nheight of the low-voltage pole of the\nelectrical\nconnector of the\nbattery\nside\nis lower than the\nheight of the high-voltage pole of the\nelectrical\nconnector of the\nbattery\nside;\nthe sum of the height difference between the low-voltage pole of the\nelectrical\nconnector\nof the\nvehicle\nside and the high-voltage pole of the\nelectrical\nconnector of\nthe\nvehicle\nside and\nthe height difference between the low-voltage pole of the\nelectrical\nconnector\nof the\nbattery\nside and the high-voltage pole of the\nelectrical\nconnector of the\nbattery\nside\nis less than or\nequal to the difference between the first distance and the second distance.\n12. The power transfer device according to any one of claims 9-11,\ncharacterized in that\nthe\nelectrical\nconnector of the\nvehicle\nside is used for being in floating\nelectric\nconnection with\nthe\nelectrical\nconnector of the\nbattery\nside;\npreferably, the high-voltage pole of the\nelectrical\nconnector of the\nvehicle\nside has an\nelectrical\ncontact end and a wiring terminal;\n57\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\nwherein, an end face of the\nelectrical\ncontact end of the high-voltage pole is\nprovided with\na groove, the groove is concave inwards along the axial direction of the high-\nvoltage pole, the\ngroove is embedded with a conductive elastic part, and the conductive elastic\npart protrudes\nfrom the contact surface of the\nelectrical\ncontact end;\npreferably, the conductive elastic part is a conductive spring.\n13. The power transfer device according to claim 9, characterized in that the\nlock\nmechanism includes a locking base, the locking base is provided with the\nopening and the\ncavity extending from the opening, the opening is used for the locking shaft\nto enter the cavity;\nthe\nbattery\npack holder is provided with an upper-position accommodating\ncavity, the\nupper-position accommodating cavity is located above the opening, the upper-\nposition\naccommodating cavity is provided with an upper-position sensor;the upper-\nposition sensor is\nused to detect whether the locking shaft has passed through the opening, and\nto detect whether\nthe locking shaft has risen in place in the lock mechanism along the height\ndirection of the\nbattery\npack;\nand/or, the\nbattery\npack holder is provided with a front-position\naccommodating cavity,\nthe front-position accommodating cavity is located at the front end of the\ncavity, the\nfront-position accommodating cavity is provided with a front-position sensor;\nthe\nfront-position sensor is used to detect whether the locking shaft has entered\nthe front end of the\ncavity, and to detect whether the locking shaft has been locked in place in\nthe lock mechanism\nalong the length direction of the\nbattery\npack;\npreferably, both sides of the\nbattery\npack holder in the length direction of\nthe\nbattery\npack\nholder are provided with two of the lock mechanisms, and the two lock\nmechanisms on the\nsame side of the\nbattery\npack holder are arranged at intervals, and the two\nlock mechanisms are\n58\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\nrespectively a primary lock mechanism and a secondary lock mechanism; the\nelectrical\nconnector of the\nvehicle\nside is arranged on one side wall of the\nbattery\npack\nholder along the\nwidth direction of the\nbattery\npack holder; wherein the length direction of\nthe\nbattery\npack\nholder is parallel to the length direction of the\nbattery\npack.\n14. The power transfer device according to claim 13, characterized in that the\npower\ntransfer device further includes a locking protection mechanism,\nthe locking protection mechanism is fixed on the side opposite to the primary\nlock\nmechanism on the\nbattery\npack holder, and the locking protection mechanism is\narranged on\nthe moving path of the locking link to limit the movement of the locking link\nrelative to the\nprimary locking base of the primary lock mechanism;\npreferably, the locking protection mechanism can move between a first position\nand a\nsecond position relative to the locking link;\nwherein when the locking protection mechanism is in the first position, the\nlocking\nprotection mechanism acts on the locking link to limit the movement of the\nlocking link\nrelative to the primary locking base; when the locking protection mechanism is\nin the second\nposition, the locking protection mechanism is separated from the locking link\nto allow the\nmovement of the locking link relative to the primary locking base;\npreferably, the locking protection mechanism includes:\na lower housing, the first lower housing can be detachably connected to a side\nopposite to\nthe locking shaft in the primary locking base, the inner part of the first\nlower housing has a\nholding cavity, and the side wall of the lower housing has a through hole\ncommunicated with\nthe holding cavity;\n59\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\na locking pin, the locking pin is located in the holding cavity, and the\nlocking pin is\npenetrated in the locking pin, and can switch between an extended state and a\nretracted state,\nwherein when the locking pin is in the extended state, the locking pin is in\nthe first position;\nwhen the locking pin is in the retracted state, the locking pin is in the\nsecond position;\npreferably, the locking protection mechanism further includes:\na driving pin, the driving pin acts on the locking pin, and the driving pin\ncan move relative\nto the locking pin under an action of external force to be engaged with or\nseparated from the\nlocking pin;\nwherein when the driving pin is separated from the locking pin, a force is\napplied to the\nlocking pin along the retraction direction to make the locking pin in the\nretracted state; when\nthe driving pin is engaged with the locking pin, the locking pin is the\nextended state.\n15. The power transfer device according to claim 13, characterized in that the\nbattery\npack\nholder is further provided with a wire harness, the wire harness is used to\ntransmit the\nupper-position signal detected by the upper-position sensor and the front-\nposition signal\ndetected by the front-position sensor to the power transfer equipment.\n16. The power transfer device according to any one of claims 9-15,\ncharacterized in that\nthe power transfer device further includes a plurality of support structures,\nthe plurality of support structures are fixed on one side of the\nbattery\npack\nholder facing to\nthe\nbattery\npack, and the plurality of support structures are used to provide\na plurality of\nsupport points for supporting the\nbattery\npack;\npreferably, the support structure includes:\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\na supporting base, the supporting base is provided with a supporting opening\nand a\nsupporting groove extending from the supporting opening, the supporting\nopening is used for a\nsupport part installed on the\nbattery\npack to enter the supporting groove;\npreferably, the plurality of support structures are distributed on both sides\nof the\nbattery\npack holder in the length direction of the\nbattery\npack holder, and the\nsupport structures\narranged on the two sides of the\nbattery\npack holder are one-to-one\ncorresponding and\nrelatively arranged;\nboth sides of the\nbattery\npack holder in the length direction of the\nbattery\npack holder are\nprovided with the lock mechanisms, and the support structures and the lock\nmechanisms on the\nsame side are interval setted.\n17. The power transfer device according to any one of claims 9-16,\ncharacterized in that\nthe\nbattery\npack holder further includes:\na power exchange sensor, the power exchange sensor is arranged on the\nbattery\npack\nholder, the power exchange sensor is used to detect the power transfer\nequipment and to\ncontrol the disconnection of the\nelectrical\nconnection between the\nelectrical\nconnector of the\nvehicle\nside and the\nelectrical\nconnector of the\nbattery\nside.\n18. An installation method for the power transfer device according to any of\nclaims 9-17,\ncharacterized in that the installation method for the power transfer device\nincludes the\nfollowing steps:\ns1. install the\nbattery\npack from the bottom of the\nbattery\npack holder along\nthe height\ndirection of the\nbattery\npack into the\nbattery\npack holder until the locking\nshaft rises in place in\nthe lock mechanism along the height direction of the\nbattery\npack;\n61\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\nS2. move the\nbattery\npack forward along its length direction until the locking\nshaft\nreaches the locking point in the lock mechanism along the length direction of\nthe\nbattery\npack.\n19. An\nelectric\nvehicle\n, the\nelectric\nvehicle\nincludes a\nbattery\npack\nassembly, the\nbattery\npack assembly includes a\nbattery\npack and a locking shaft, the locking shaft\nis mounted on the\nbattery\npack, characterized in that the\nelectric\nvehicle\nfurther comprises the\nbattery\nholder\naccording to claim 1, the\nbattery\npack assembly is mounted on the\nbattery\nholder, the locking\nshaft is located in the lock mechanism;\nthe\nbattery\npack assembly further includes a plurality of supporting portion,\nthe plurality\nof supporting portion are mounted on the\nbattery\npack and are provided in one-\nto-one\ncorrespondence with the plurality of support devices, the supporting devices\nare used to\nsupport the supporting portion correspondingly.\n20. The\nelectric\nvehicle\naccording to any of claim 19, characterized in that\nthe lock\nmechanism includes a locking base, the locking base is provided with an\nopening and a cavity\nextending from the opening, the opening is used for the locking shaft to enter\nthe cavity, the\nlocking shaft is mounted on the cavity;\nthe supporting device comprises a supporting base, the supporting base is\nprovided with a\nsupporting opening and a supporting groove which extends from the supporting\nopening, and\nthe supporting opening is used for the supporting portion to enter the\nsupporting groove;\nthe supporting portion includes a supporting shaft, the supporting shaft is\npressed in the\nsupporting base and located in the supporting groove;\npreferably, the supporting portion further includes a shaft sleeve, the shaft\nsleeve is\nrotatably sleeved on the supporting shaft;\n62\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\npreferably, the material of the shaft sleeve is elastic material;\nand/or, the supporting portion further comprises a gasket, the gasket is\nsleeved on the\nsupporting shaft and pressed on one end of the shaft sleeve;\nand/or, the supporting shaft comprises a shaft body and a flange portion, the\nflange\nportion is coaxially arranged at one end of the shaft body, the shaft sleeve\nis sleeved on the\nshaft body, the flange portion is detachably connected to the\nbattery\npack;\nand/or, the supporting shaft is provided with an electromagnetic induction\ncomponent,\npreferably, the electromagnetic induction component is magnetic steel;\nthe fixing bracket has an upper-position accommodation cavity, the upper-\nposition\naccommodation cavity is located above the supporting opening, an upper-\nposition sensor is\narranged in the upper-position accommodation cavity acts on the\nelectromagnetic induction\ncomponent to detect whether the supporting portion of the\nbattery\npack has\npassed through the\nsupporting opening;\nand/or, the fixing bracket has a front-position accommodation cavity, the\nfront-position\naccommodation cavity is located at the front end of the supporting groove, a\nfront-position\nsensor is arranged in the front-position accommodation cavity, the front-\nposition sensor acts on\nthe electromagnetic induction component to detect whether the supporting\nportion of the\nbattery\npack has entered the front end of the supporting groove;\npreferably, one end of the supporting shaft far from the\nbattery\npack is\nprovided with a\nconcave part, and the electromagnetic induction element is located in the\nconcave part, and the\nelectromagnetic induction component is on the same plane with the two ends of\nthe supporting\nshaft far away from the\nbattery\npack;\nand/or, the supporting portion includes:\na supporting shaft, the supporting shaft is pressed in the supporting device;\n63\nDate Recue/Date Received 2020-06-29\nCA 03087315 2020-06-29\na shaft sleeve, the shaft sleeve is rotatably sleeved on the supporting shaft;\npreferably, the\nelectric\nvehicle\nfurther includes a chassis, and the\nbattery\nholder is fixed on\nthe chassis.\n64\nDate Recue/Date Received 2020-06-29 | 201711486896.9 | China | 2017-12-29 | L'invention concerne un support de batterie, un dispositif de transfert d'énergie, un véhicule électrique et un procédé d'installation pour véhicule électrique. Le support de batterie est monté sur le corps du véhicule électrique pour fixer le bloc-batterie, le support de batterie comprend un support de fixation, un mécanisme de verrouillage et une pluralité de dispositifs de support, le mécanisme de verrouillage est fixé sur le support de fixation, le dispositif de support est fixé sur un côté du support de fixation faisant face au bloc-batterie, une pluralité de dispositifs de support sont destinés à fournir une pluralité de points de support qui soutiennent le bloc-batterie. Le véhicule électrique comprend le support de batterie tel qu'il est décrit ci-dessus. Dans le support de batterie et le véhicule électrique le comprenant, le poids du bloc-batterie peut être réparti simultanément sur la pluralité de dispositifs de support et le mécanisme de verrouillage, la force du support de fixation est plus uniforme, la force appliquée par le bloc-batterie sur le mécanisme de verrouillage est réduite, la concentration de force du mécanisme de verrouillage sur le support de fixation est évitée, la durée de vie du mécanisme de verrouillage est améliorée, de manière à améliorer les performances de sécurité, et à améliorer la force de connexion entre l'ensemble bloc-batterie et le support de batterie. | True |
| 29 | Patent 2868634 Summary - Canadian Patents Database | CA 2868634 | NaN | POWER SYSTEM OFELECTRICVEHICLE,ELECTRICVEHICLECOMPRISING THE SAME AND METHOD FOR HEATINGBATTERYGROUP OFELECTRICVEHICLE | SYSTEME D'ENERGIE DE VEHICULE ELECTRIQUE, VEHICULE ELECTRIQUE LE COMPRENANT ET PROCEDE DE CHAUFFAGE DE GROUPE DE BATTERIES DE VEHICULE ELECTRIQUE | NaN | WU, XINGCHI, WANG, HONGJUN, XIE, SHIBIN | NaN | 2013-05-22 | DALE & LESSMANN LLP | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A power system of an\nelectric\nvehicle\n, comprising:\na\nbattery\ngroup;\na\nbattery\nheater, connected with the\nbattery\ngroup and configured to charge\nand discharge the\nbattery\ngroup to heat the\nbattery\ngroup, wherein the\nbattery\nheater comprises\nan output power\nadjusting module configured to adjust a heating power of the\nbattery\nheater by\nadjusting a charge\ncurrent and/or a discharge current;\na\nbattery\nmanagement device, connected with the\nbattery\ngroup and the\nbattery\nheater\nrespectively, and configured to control the output power adjusting module to\nadjust the heating\npower of the\nbattery\nheater to heat the\nbattery\ngroup according to a\ntemperature of the\nbattery\ngroup when the temperature of the\nbattery\ngroup is lower than a first heating\nthreshold and a\nresidual\nelectric\nquantity of the\nbattery\ngroup is larger than a parking\nelectric\nquantity threshold;\nan\nelectric\ndistribution box, configured to distribute a voltage output by the\nbattery\ngroup;\na motor;\na motor controller, connected with the motor and the\nelectric\ndistribution box\nrespectively,\ncomprising a first input terminal, a second input terminal and a pre-charging\ncapacitor connected\nbetween the first input terminal and the second input terminal, and configured\nto supply power to\nthe motor according to a control command and a voltage distributed by the\nelectric\ndistribution box;\nand\nan isolation inductor, connected between the\nbattery\ngroup and the\nelectric\ndistribution box,\nwherein an inductance of the isolation inductor matches with a capacitance of\nthe pre-charging\ncapacitor.\n2. The power system of claim 1, wherein the\nbattery\nmanagement device is\nfurther configured\nto control the\nbattery\nheater to heat the\nbattery\ngroup in a running heating\nmode when the\ntemperature of the\nbattery\ngroup is lower than the first heating threshold and\nthe residual\nelectric\nquantity of the\nbattery\ngroup is larger than a running\nelectric\nquantity\nthreshold, in which the\nrunning\nelectric\nquantity threshold is larger than the parking\nelectric\nquantity threshold.\n3. The power system of claim 2, wherein the\nbattery\nmanagement device controls\nthe\nbattery\nheater to heat the\nbattery\ngroup in the running heating mode when any of\nfollowing conditions is\nsatisfied:\nthe temperature of the\nbattery\ngroup is higher than a first temperature\nthreshold and lower\nthan a second temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the second temperature\nthreshold and\nlower than a third temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\nlarger than a second\nelectric\nquantity threshold, in which the second\nelectric\nquantity threshold is\nlower than the first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the third temperature\nthreshold and lower\nthan a fourth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a third\nelectric\nquantity threshold, in which the third\nelectric\nquantity\nthreshold is lower than\nthe second\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the fourth temperature\nthreshold and lower\nthan a fifth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourth\nelectric\nquantity threshold, in which the fourth\nelectric\nquantity threshold is lower\nthan the third\nelectric\nquantity threshold.\n4. The power system of claim 2, wherein the\nbattery\nmanagement device is\nfurther configured\nto:\njudge whether the temperature of the\nbattery\ngroup is higher than a sixth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the sixth temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nfifth\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating\nmode;\nif the temperature of the\nbattery\ngroup is lower than the sixth temperature\nthreshold, judge\nwhether the temperature of the\nbattery\ngroup is higher than a seventh\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the seventh temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nsixth\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating,\nmode, in which the sixth\nelectric\nquantity threshold is larger than the fifth\nelectric\nquantity\nthreshold;\nif the temperature of the\nbattery\ngroup is lower than the seventh temperature\nthreshold, judge\n36\nwhether the temperature of the\nbattery\ngroup is higher than an eighth\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the eighth temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nseventh\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating\nmode, in which the seventh\nelectric\nquantity threshold is larger than the\nsixth\nelectric\nquantity\nthreshold;\nif the temperature of the\nbattery\ngroup is lower than the eighth temperature\nthreshold, judge\nwhether the temperature of the\nbattery\ngroup is higher than a ninth\ntemperature threshold; and\nif the temperature of the\nbattery\ngroup is higher than the ninth temperature\nthreshold, judge\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an\neighth\nelectric\nquantity\nthreshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in\nthe running heating\nmode, in which the eighth\nelectric\nquantity threshold is larger than the\nseventh\nelectric\nquantity\nthreshold.\n5. The power system of claim 2, wherein the\nbattery\nmanagement device is\nfurther configured\nto control the\nbattery\nheater to heat the\nbattery\ngroup in a parking heating\nmode when the\ntemperature of the\nbattery\ngroup is lower than the first heating threshold and\nthe residual\nelectric\nquantity of the\nbattery\ngroup is lower than the running\nelectric\nquantity\nthreshold but larger than\nthe parking\nelectric\nquantity threshold.\n6. The power system of claim 5, wherein the\nbattery\nmanagement device controls\nthe\nbattery\nheater to heat the\nbattery\ngroup in the parking heating mode when any of\nfollowing conditions is\nsatisfied:\nthe temperature of the\nbattery\ngroup is higher than a tenth temperature\nthreshold and lower\nthan an eleventh temperature threshold, and the residual\nelectric\nquantity of\nthe\nbattery\ngroup is\nlarger than a ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the eleventh temperature\nthreshold and\nlower than a twelfth temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\nlarger than a tenth\nelectric\nquantity threshold, in which the tenth\nelectric\nquantity threshold is\nlower than the ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the twelfth temperature\nthreshold and\nlower than a thirteenth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an eleventh\nelectric\nquantity threshold, in which the\neleventh\nelectric\nquantity\n37\nthreshold is lower than the tenth\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the thirteenth temperature\nthreshold and\nlower than a fourteenth temperature threshold, and the residual\nelectric\nquantity threshold is larger\nthan a twelfth\nelectric\nquantity threshold, in which the twelfth\nelectric\nquantity threshold is lower\nthan the eleventh twelfth\nelectric\nquantity threshold.\n7. The power system of claim 5, wherein the\nbattery\nmanagement device is\nfurther configured\nto:\njudge whether the temperature of the\nbattery\ngroup is higher than a fifteenth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the fifteenth\ntemperature threshold,\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a thirteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode;\nif the temperature of the\nbattery\ngroup is lower than the fifteenth\ntemperature threshold, judge\nwhether the temperature of the\nbattery\ngroup is higher than a sixteenth\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the sixteenth\ntemperature threshold,\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the fourteenth\nelectric\nquantity threshold is larger\nthan the fifteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the sixteenth\ntemperature threshold,\njudge whether the temperature of the\nbattery\ngroup is higher than a\nseventeenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the seventeenth\ntemperature threshold,\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fifteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the fifteenth\nelectric\nquantity threshold is larger\nthan the fourteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the seventeenth\ntemperature threshold,\njudge whether the temperature of the\nbattery\ngroup is higher than an\neighteenth temperature\nthreshold;\n38\nif the temperature of the\nbattery\ngroup is higher than the eighteenth\ntemperature threshold,\njudge whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a sixteenth\nelectric\nquantity threshold, and if yes, control the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the sixteenth\nelectric\nquantity threshold is larger\nthan the fifteenth\nelectric\nquantity threshold.\n8. The power system of claim 1, wherein\nwhen the temperature of the\nbattery\ngroup is higher than a third heating\nthreshold and lower\nthan a fourth heating threshold, the\nbattery\nmanagement device controls the\nbattery\nheater to heat\nthe\nbattery\ngroup with a first power;\nwhen the temperature of the\nbattery\ngroup is higher than the fourth heating\nthreshold and\nlower than a fifth heating threshold, the\nbattery\nmanagement device controls\nthe\nbattery\nheater to\nheat the\nbattery\ngroup with a second power, in which the second power is lower\nthan the first\npower;\nwhen the temperature of the\nbattery\ngroup is higher than the fifth heating\nthreshold and lower\nthan a sixth heating threshold, the\nbattery\nmanagement device controls the\nbattery\nheater to heat\nthe\nbattery\ngroup with a third power, in which the third power is lower than\nthe second power; and\nwhen the temperature of the\nbattery\ngroup is higher than the sixth heating\nthreshold and lower\nthan a seventh heating threshold, the\nbattery\nmanagement device controls the\nbattery\nheater to heat\nthe\nbattery\ngroup with a fourth power, in which the fourth power is lower than\nthe third power.\n9. The power system of claim 1, wherein the\nbattery\nheater further comprises:\na first switch module, a first terminal of the first switch module connected\nwith a first\nelectrode of the\nbattery\ngroup and the isolation inductor respectively;\nat least one first capacitor, a first terminal of the at least one first\ncapacitor connected with a\nsecond terminal of the first switch module, and a second terminal of the at\nleast one first capacitor\nconnected with a second electrode of the\nbattery\ngroup;\na first inductor, a first terminal of the first inductor connected with a node\nbetween the first\nswitch module and the at least one first capacitor; and\na second switch module, a first terminal of the second switch module connected\nwith a\nsecond terminal of the first inductor, and a second terminal of the second\nswitch module connected\nwith the second electrode of the\nbattery\ngroup,\nwherein a control terminal of the first switch module and a control terminal\nof the second\n39\nswitch module are connected with the\nbattery\nmanagement device, and the\nbattery\nmanagement\ndevice sends a heating signal to the control terminal of the first switch\nmodule and the control\nterminal of the second switch module to control the first switch module and\nthe second switch\nmodule to turn on in turn so as to generate the charge current and the\ndischarge current in turn, in\nwhich the first switch module is on when the second switch module is off, and\nthe first switch\nmodule is off when the second switch module is on.\n10. The power system of claim 9, wherein the output power adjusting module is\nfurther\nconfigured to adjust duty ratios of output pulses of the first switch module\nand the second switch\nmodule according to a first instruction sent by the\nbattery\nmanagement device.\n11. The power system of claim 9, wherein the\nbattery\nheater comprises a\nplurality of first\ncapacitors, and the output power adjusting module is further configured to\nadjust a number of the\nplurality of first capacitors according to a second instruction sent by the\nbattery\nmanagement\ndevice.\n12. The power system of claim 1, wherein the output power adjusting module is\na relay.\n13. The power system of claim 1, wherein the\nelectric\ndistribution box\ncomprises:\na primary contactor, configured to distribute the voltage output by the\nbattery\ngroup to a\npower consumption equipment of the\nelectric\nvehicle\n; and\na pre-contactor, connected with the first input terminal or the second input\nterminal of the\nmotor controller, and configured to charge the pre-charging capacitor under a\ncontrol of the\nbattery\nmanagement device before the motor controller controls the motor to start.\n14. An\nelectric\nvehicle\ncomprising a power system of any one of claims 1-13.\n15. A method for heating a\nbattery\ngroup of an\nelectric\nvehicle\n, comprising:\ndetecting a temperature and a residual\nelectric\nquantity of the\nbattery\ngroup;\nif the temperature of the\nbattery\ngroup is lower than a first heating\nthreshold and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a parking\nelectric\nquantity threshold, adjusting a\nheating power of a\nbattery\nheater to heat the\nbattery\ngroup according to the\ntemperature of the\nbattery\ngroup; and\nif the temperature of the\nbattery\ngroup is lower than the first heating\nthreshold and the\nresidual\nelectric\nquantity of the\nbattery\ngroup is lower than the parking\nelectric\nquantity threshold,\nindicating the\nbattery\ngroup is inhibited from being heated or charged and the\nelectric\nvehicle\nis\ninhibited from being driven.\n16. The method of claim 15, further comprising:\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup in a running heating\nmode when the\ntemperature of the\nbattery\ngroup is lower than the first heating threshold and\nthe residual\nelectric\nquantity of the\nbattery\ngroup is larger than a running\nelectric\nquantity\nthreshold, in which the\nrunning\nelectric\nquantity threshold is larger than the parking\nelectric\nquantity threshold.\n17. The method of claim 16, wherein the step of controlling the\nbattery\nheater\nto heat the\nbattery\ngroup in a running heating mode is performed when any of following\nconditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than a first temperature\nthreshold and lower\nthan a second temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the second temperature\nthreshold and\nlower than a third temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\nlarger than a second\nelectric\nquantity threshold, in which the second\nelectric\nquantity threshold is\nlower than the first\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the third temperature\nthreshold and lower\nthan a fourth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a third\nelectric\nquantity threshold, in which the third\nelectric\nquantity\nthreshold is lower than\nthe second\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the fourth temperature\nthreshold and lower\nthan a fifth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourth\nelectric\nquantity threshold, in which the fourth\nelectric\nquantity threshold is lower\nthan the third\nelectric\nquantity threshold.\n18. The method of claim 16, wherein controlling the\nbattery\nheater to heat the\nbattery\ngroup in\na running heating mode comprises:\njudging whether the temperature of the\nbattery\ngroup is higher than a sixth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the sixth temperature\nthreshold, judging\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than a\nfifth\nelectric\nquantity\nthreshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the running heating\nmode;\nif the temperature of the\nbattery\ngroup is lower than the sixth temperature\nthreshold, judging\n41\nwhether the temperature of the\nbattery\ngroup is higher than a seventh\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the seventh temperature\nthreshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a sixth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the running\nheating mode, in which the sixth\nelectric\nquantity threshold is larger than\nthe fifth\nelectric\nquantity\nthreshold;\nif the temperature of the\nbattery\ngroup is lower than the seventh temperature\nthreshold,\njudging whether the temperature of the\nbattery\ngroup is higher than an eighth\ntemperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the eighth temperature\nthreshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a seventh\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in a running\nheating mode, in which the seventh\nelectric\nquantity threshold is larger than\nthe sixth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the eighth temperature\nthreshold, judging\nwhether the temperature of the\nbattery\ngroup is higher than a ninth\ntemperature threshold; and\nif the temperature of the\nbattery\ngroup is higher than the ninth temperature\nthreshold, judging\nwhether the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an\neighth\nelectric\nquantity\nthreshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup, in which the eighth\nelectric\nquantity threshold is larger than the seventh\nelectric\nquantity\nthreshold.\n19. The method of claim 16, further comprising:\ncontrolling the\nbattery\nheater to heat the\nbattery\ngroup in a parking heating\nmode when the\ntemperature of the\nbattery\ngroup is lower than the first heating threshold and\nthe residual\nelectric\nquantity of the\nbattery\ngroup is lower than the running\nelectric\nquantity\nthreshold but larger than\nthe parking\nelectric\nquantity threshold.\n20. The method of claim 19, wherein the step of controlling the\nbattery\nheater\nto heat the\nbattery\ngroup in a parking heating mode is performed when any of following\nconditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than a tenth temperature\nthreshold and lower\nthan an eleventh temperature threshold, and the residual\nelectric\nquantity of\nthe\nbattery\ngroup is\nlarger than a ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the eleventh temperature\nthreshold and\n42\nlower than a twelfth temperature threshold, and the residual\nelectric\nquantity\nof the\nbattery\ngroup is\nlarger than a tenth\nelectric\nquantity threshold, in which the tenth\nelectric\nquantity threshold is\nlower than the ninth\nelectric\nquantity threshold;\nthe temperature of the\nbattery\ngroup is higher than the twelfth temperature\nthreshold and\nlower than a thirteenth temperature threshold, and the residual\nelectric\nquantity of the\nbattery\ngroup is larger than an eleventh\nelectric\nquantity threshold, in which the\neleventh\nelectric\nquantity\nthreshold is lower than the tenth\nelectric\nquantity threshold; and\nthe temperature of the\nbattery\ngroup is higher than the thirteenth temperature\nthreshold and\nlower than a fourteenth temperature threshold, and the residual\nelectric\nquantity threshold is larger\nthan a twelfth\nelectric\nquantity threshold, in which the twelfth\nelectric\nquantity threshold is lower\nthan the eleventh twelfth\nelectric\nquantity threshold.\n21. The method of claim 19, wherein controlling the\nbattery\nheater to heat the\nbattery\ngroup in\na parking heating mode comprises:\njudging whether the temperature of the\nbattery\ngroup is higher than a\nfifteenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the fifteenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a thirteenth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to\nheat the\nbattery\ngroup in the\nparking heating mode;\nif the temperature of the\nbattery\ngroup is lower than the fifteenth\ntemperature threshold, judge\nwhether the temperature of the\nbattery\ngroup is higher than a sixteenth\ntemperature threshold;\nif the temperature of the\nbattery\ngroup is higher than the sixteenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fourteenth\nelectric\nquantity threshold, and if yes, controlling, the\nbattery\nheater to\nheat the\nbattery\ngroup in the\nparking heating mode, in which the fourteenth\nelectric\nquantity threshold is\nlarger than the\nthirteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the sixteenth\ntemperature threshold,\njudging whether the temperature of the\nbattery\ngroup is higher than a\nseventeenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the seventeenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a fifteenth\nelectric\n43\nquantity threshold and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the fifteenth\nelectric\nquantity threshold is larger\nthan the fourteenth\nelectric\nquantity threshold;\nif the temperature of the\nbattery\ngroup is lower than the seventeenth\ntemperature threshold,\njudging whether the temperature of the\nbattery\ngroup is higher than an\neighteenth temperature\nthreshold;\nif the temperature of the\nbattery\ngroup is higher than the eighteenth\ntemperature threshold,\njudging whether the residual\nelectric\nquantity of the\nbattery\ngroup is larger\nthan a sixteenth\nelectric\nquantity threshold, and if yes, controlling the\nbattery\nheater to heat the\nbattery\ngroup in the parking\nheating mode, in which the sixteenth\nelectric\nquantity threshold is larger\nthan the fifteenth\nelectric\nquantity threshold.\n22. The method of claim 15, wherein adjusting a heating power of a\nbattery\nheater to heat the\nbattery\ngroup according to the temperature of the\nbattery\ngroup comprises:\nwhen the temperature of the\nbattery\ngroup is larger than a third heating\nthreshold and lower\nthan a fourth heating threshold, controlling the\nbattery\nheater to heat the\nbattery\ngroup with a first\npower;\nwhen the temperature of the\nbattery\ngroup is larger than a fourth heating\nthreshold and lower\nthan a fifth heating threshold, controlling the\nbattery\nheater to heat the\nbattery\ngroup with a second\npower, in which the second power is lower than the first power;\nwhen the temperature of the\nbattery\ngroup is larger than a fifth heating\nthreshold and lower\nthan a sixth heating threshold, controlling the\nbattery\nheater to heat the\nbattery\ngroup with a third\npower, in which the third power is lower than the second power; and\nwhen the temperature of the\nbattery\ngroup is larger than a sixth heating\nthreshold and lower\nthan a seventh heating threshold, controlling the\nbattery\nheater to heat the\nbattery\ngroup with a\nfourth power, the fourth power is lower than the third power.\n23. The method of claim 15, further comprising:\ncalculating a current temperature of the\nbattery\ngroup and a current residual\nelectric\nquantity\nof the\nbattery\ngroup;\ncalculating a maximum output power of the\nbattery\ngroup according to the\ncurrent\ntemperature of the\nbattery\ngroup and the current residual\nelectric\nquantity of\nthe\nbattery\ngroup; and\ncontrolling the\nelectric\nvehicle\nto run under a limited power according to the\nmaximum output\n44\npower of the\nbattery\ngroup.\n24. The method of claim 15, further comprising: controlling the\nbattery\nheater\nto stop heating\nthe\nbattery\ngroup when any of following conditions is satisfied:\nthe temperature of the\nbattery\ngroup is higher than the first heating\nthreshold;\na temperature of any single\nbattery\nin the\nbattery\ngroup is higher than a\nsecond heating\nthreshold, wherein the second heating threshold is larger than the first\nheating threshold; and\na continuous heating time of the\nbattery\nheater is larger than a heating time\nthreshold. | 201210160417.5 | China | 2012-05-22 | L'invention concerne un système d'énergie d'un véhicule électrique, un véhicule électrique le comprenant et un procédé de chauffage d'un groupe de batteries du véhicule électrique. Le système d'énergie comprend un groupe de batteries (101), un chauffage de batterie (102), dans lequel le chauffage de batterie (102) comprend un module de réglage de puissance de sortie configuré pour régler une puissance de chauffage du chauffage de batterie (102) par réglage d'un courant de charge et/ou d'un courant de décharge, un dispositif de gestion de batterie (103) configuré pour commander le module de réglage de puissance de sortie afin de régler la puissance de chauffage du chauffage de batterie (102) pour chauffer le groupe de batteries (101) selon une température du groupe de batteries (101) lorsque la température du groupe de batteries (101) est inférieure à un premier seuil de chauffage et une quantité électrique résiduelle du groupe de batteries est supérieure à un seuil de quantité électrique à l'arrêt; un contrôleur de moteur (106) connecté à un moteur (105) et à une boîte de distribution électrique (104) respectivement, et un inducteur d'isolation (L2). | True |
| 30 | Patent 3220704 Summary - Canadian Patents Database | CA 3220704 | NaN | A POWER MANAGEMENT SYSTEM FOR ABATTERY-OPERATEDVEHICLEAND A METHOD OF OPERATING THE SAME | SYSTEME DE GESTION D'ENERGIE POUR VEHICULE A BATTERIE ET SON PROCEDE DE FONCTIONNEMENT | NaN | MILLER, MARK ADAM | NaN | 2022-03-09 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | MAGNOLIA GROUP, LLC | WO 2022/256062\nPCT/US2022/019562\nWHAT IS CLAIMED IS:\n1.\nA power management system for a\nbattery\n-operated\nvehicle\n, said power\nmanagement\nsystem comprising:\na plurality of kinetic capture devices, wherein said plurality of kinetic\ncapture\ndevices capture kinetic friction energy from movement of moving parts in said\nbattery\n-\noperated\nvehicle\n;\na central direct current (DC) supercharge component (CDC SC) connecting said\nplurality of kinetic capture devices, wherein said CDCSC converts the kinetic\nfriction\nenergy to a DC\nelectric\ncurrent;\na first\nbattery\npack and a second\nbattery\npack, wherein said first\nbattery\npack is\ndistinct from said second\nbattery\npack;\na control toggle configured to direct the DC\nelectric\ncurrent from said CDCSC\nto\nsaid first\nbattery\npack and said second\nbattery\npack;\na parallel port connecting said first\nbattery\npack and said second\nbattery\npack,\nwherein said parallel port draws power from said first\nbattery\npack and said\nsecond\nbattery\npack and delivers to an\nelectric\nmotor for powering said\nbattery\n-\noperated\nvehicle\n;\nand\na third\nbattery\npack distinct from said first\nbattery\npack and said second\nbattery\npack,\nwherein when said first\nbattery\npack is fully recharged, said first\nbattery\npack\npowers said\nelectric\nmotor via said parallel port and said control toggle\ndirects the DC\nelectric\ncurrent from said CDCSC to said second\nbattery\npack for recharging\nsaid second\nbattery\npack,\nwherein when said first\nbattery\npack reaches a pre-defined depletion threshold\nlevel, said control toggle switches the DC\nelectric\ncurrent from said CDCSC to\nsaid first\nbattery\npack for recharging said first\nbattery\npack, wherein said second\nbattery\npack\npowers the\nelectric\nmotor via said parallel port, and\nwherein said current toggle directs the DC\nelectric\ncharge to said third\nbattery\nback:\n2 2\nCA 03220704 2023- 11- 28\nWO 2022/256062\nPCT/US2022/019562\nwhen said first\nbattery\npack and said second\nbattery\npack are fully\nrecharged, or\nwhen a residual\nelectric\ncharge generated from said kinetic charge devices\nis not needed to recharge said first\nbattery\npack when second\nbattery\npack is\npowering said\nelectric\nmotor, or\nwhen a residual\nelectric\ncharge generated from said kinetic charge devices\nis not needed to recharge said second\nbattery\npack when first\nbattery\npack is\npowering said\nelectric\nmotor.\n2. The power management system of Claim 1, wherein said plurality of\nkinetic capture\ndevices capture the kinetic friction energy from one of an axle, a drive\nshaft, braking, sensors,\naxle friction recharge, wheel rotation friction recharge, brake pad friction,\nexterior\nvehicle\n/mechanism friction capture, wind/water, and solar surface on said\nbattery\n-operated\nvehicle\n.\n3. The power management system of Claim 1, wherein said plurality of\nkinetic capture\ndevices deliver a single or multiple distinct\nelectric\ncharges to said CDCSC\nvia a flow transfer\ncable.\n4. The power management system of Claim 1, wherein said third\nbattery\npack\npowers said\nelectric\nmotor when said first\nbattery\npack and said second\nbattery\npack are\nat or below said pre-\ndefined depletion threshold level.\n5. The power management system of Claim 1, wherein said third\nbattery\npack\nstores and\ntransfers energy to an external\nbattery\npack via a transfer port.\n6. The power management system of Claim 1, further comprises\nThermophotovoltaics\n(TPV) heat sensors, wherein said TPV heat sensors surround said first\nbattery\npack and said\nsecond\nbattery\npack, wherein said TPV heat sensors capture the heat produced\nfrom said first\nbattery\npack and said second\nbattery\npack and create a distinct DC\nelectric\ncurrent, and wherein\n2 3\nCA 03220704 2023- 11- 28\nWO 2022/256062\nPCT/US2022/019562\nTPV heat sensors feed the DC\nelectric\ncurrent said CDCSC and act as an\nadditional sourcing of\nelectric\ncurrent generated in said power management system.\n7. The power management system of Claim 1, wherein said control toggle\nmaintains and\nrecords the depletion point or predefined threshold levels of charge to switch\nrecharging of said\nfirst\nbattery\npack and said second\nbattery\npack.\n8. The power management system of Claim 1, wherein said first\nbattery\npack\ncomprises a\nfirst power output flow governor, wherein said first power output flow\ngovernor maintains a\npower output ceiling of said first\nbattery\npack for providing operating power\nto said\nelectric\nmotor, and wherein said first power output flow governor communicates with\nsaid current toggle\nfor switching recharging of said first\nbattery\npack and said second\nbattery\npack.\n9. The power management system of Claim 1, wherein said second\nbattery\npack\ncomprises a\nsecond power output flow governor, wherein said second power output flow\ngovernor maintains\na power output ceiling of said second\nbattery\npack for providing operating\npower to said\nelectric\nmotor, and wherein said second power output flow governor communicates with\nsaid current\ntoggle for switching recharging of said first\nbattery\npack and said second\nbattery\npack.\n10. The power management system of Claim 1, wherein said\nelectric\nmotor\noperates causing\ndistinct kinetic friction energy through the movement of moving parts in said\nbattery\n-operated\nvehicle\n, wherein said plurality of kinetic capture devices capture the kinetic\nfriction energy and\ncreate creating a loop for recharging one of said first\nbattery\npack and said\nsecond\nbattery\npack\nfor powering said\nelectric\nmotor.\n11. The power management system of Claim 1, wherein each of said first\nbattery\npack, said\nsecond\nbattery\npack and said third\nbattery\npack comprises a graphene sphere\nbattery\n(GSB)\nhaving a spherical\nbattery\nshell with concentric circles of thin graphene\nsheet material attached to\ninternal anchoring posts holding the graphene material in place.\n2 4\nCA 03220704 2023- 11- 28\nWO 2022/256062\nPCT/US2022/019562\n12. The power management system of Claim 11, wherein said graphene sphere\nbattery\ncomprises a thermophotovoltaic (TPV) sensor casing surrounding a\nbattery\ncasing, wherein said\nbattery\ncasing comprises graphene sheets attached using attachment posts to\nretain them in\nshape, and wherein said TPV sensor casing comprises\nbattery\nports for\nsupplying power to said\nelectric\nmotor.\n13. A method of operating a power management system for powering a\nbattery\n-\noperated\nvehicle\n, the method comprising steps of:\ncapturing kinetic friction energy from movement of moving parts in said\nbattery\n-\noperated\nvehicl\ne;\nconverting the kinetic friction energy captured to a DC\nelectric\ncurrent;\ndirecting the DC\nelectric\ncurrent for recharging a first\nbattery\npack and a\nsecond\nbattery\npack;\ndrawing power from said first\nbattery\npack and said second\nbattery\npack for\npowering an\nelectric\nmotor of said\nbattery\n-operated\nvehicle\n;\nswitching the DC\nelectric\ncurrent for recharging said first\nbattery\npack and\nsaid\nsecond\nbattery\npack, said switching comprising:\ndirecting the DC\nelectric\ncurrent to said second\nbattery\npack for recharging\nsaid\nsecond\nbattery\npack when said first\nbattery\npack is fully recharged and\nutilizing said first\nbattery\npack for powering said\nelectric\nmotor; and\ndirecting the DC\nelectric\ncurrent to said first\nbattery\npack for recharging\nsaid first\nbattery\npack when said first\nbattery\npack reaches a pre-defined depletion\nthreshold level\nand utilizing said second\nbattery\npack for powering said\nelectric\nmotor; and\nproviding a third\nbattery\npack distinct from said first\nbattery\npack and said\nsecond\nbattery\npack, said method further comprising:\nswitching the DC\nelectric\ncurrent for recharging said third\nbattery\nback:\nwhen said first\nbattery\npack and said second\nbattery\npack\nare fully recharged, or\nwhen a residual\nelectric\ncharge generated from said kinetic\ncharge devices is not needed to recharge said first\nbattery\npack\nwhen second\nbattery\npack is powering said\nelectric\nmotor, or\n2 5\nCA 03220704 2023- 11- 28\nWO 2022/256062\nPCT/US2022/019562\nwhen a residual\nelectric\ncharge generated from said kinetic\ncharge devices is not needed to recharge said second\nbattery\npack\nwhen first\nbattery\npack is powering said\nelectric\nmotor.\n14. The method of Claim 13, further comprising:\ncausing distinct kinetic friction energy through the movement of moving parts\nin\nsaid\nbattery\n-operated\nvehicle\nwith the operation of said\nelectric\nmotor;\ncapturing the distinct kinetic friction energy for creating a loop for\nrecharging one\nof said first\nbattery\npack and said second\nbattery\npack for powering said\nelectric\nmotor.\n15. The method of Claim 13, further comprising storing and transferring\nenergy stored in said\nthird\nbattery\npack to an external\nbattery\npack.\n16. The method of Claim 13, further comprising powering said\nelectric\nmotor\nusing said third\nbattery\npack when said first\nbattery\npack and said second\nbattery\npack are at\nor below said pre-\ndefined depletion threshold level.\n17. The method of Claim 13, further comprising:\nproviding Thermophotovoltaics (TPV) heat sensors surrounding said first\nbattery\npack and said second\nbattery\npack;\ncapturing the heat produced from said first\nbattery\npack and said second\nbattery\npack for creating a distinct DC\nelectric\ncurrent; and\nfeeding the DC\nelectric\ncurrent as an additional sourcing of\nelectric\ncurrent\ngenerated in said power management system for recharging said first\nbattery\npack and\nsaid second\nbattery\npack.\n18. The method of Claim 13, wherein the step of switching the direction the\nDC\nelectric\ncurrent, comprises:\nmaintaining the pre-defined depletion threshold level of charge for switching\nrecharging of said first\nbattery\npack and said second\nbattery\npack.\n2 6\nCA 03220704 2023- 11- 28\nWO 2022/256062\nPCT/US2022/019562\n19. The method of Claim 13, further comprising:\nproviding a first power output flow governor for governing power output,\nmanaging depletion and efficiency of said first\nbattery\npack; and\nproviding a second power output flow governor for governing power output,\nmanaging depletion and efficiency of said second\nbattery\npack.\n20. The method of Claim 13, further comprising providing a spherical\nbattery\nshell having an\nextended graphene sheet encircling itself in a pinwheel pattern from internal\nanchoring posts\nholding the graphene material in place for each of said first\nbattery\npack,\nsaid second\nbattery\npack and said third\nbattery\npack.\n2 7\nCA 03220704 2023- 11- 28 | 63/196,740 | United States of America | 2021-06-04 | L'invention concerne un système de gestion d'énergie pour véhicule à batterie comprenant un moteur électrique et des dispositifs à énergie cinétique pour capturer l'énergie cinétique de frottement produite par des parties mobiles dans le véhicule. Un composant de super-charge à courant continu (CC) central (CDCSC) convertit l'énergie cinétique de frottement en un courant électrique. Le CDCSC se connecte à une bascule de courant qui dirige le courant électrique vers des blocs-batteries, c'est-à-dire un premier bloc-batterie et un second bloc-batterie pour alimenter le moteur électrique. La bascule de courant dirige le courant électrique vers les blocs-batteries pour recharger/stocker de l'énergie. Le système de gestion d'énergie régit l'énergie délivrée par les blocs-batteries, gère l'épuisement/l'efficacité des blocs-batteries et comprend un port parallèle qui dirige les alimentations électriques sortantes des blocs-batteries vers le moteur électrique. Le moteur électrique est relié à un arbre d'entraînement du véhicule. Le système de gestion d'énergie comprend un bloc-batterie supplémentaire qui stocke l'énergie cinétique de frottement excédentaire capturée pour un transfert externe. | True |
| 31 | Patent 2929408 Summary - Canadian Patents Database | CA 2929408 | NaN | METHOD OF CHARGING FROMELECTRICVEHICLETOELECTRICVEHICLE | PROCEDE DE CHARGE DE VEHICULE ELECTRIQUE A VEHICULE ELECTRIQUE | NaN | BIAGINI, ERIC, COSTE, FRANCOIS, JEAN, GUILLAUME | 2022-05-31 | 2014-11-06 | ROBIC | French | INTELLIGENT ELECTRONIC SYSTEMS | 11\nREVENDICATIONS\n1. Dispositif de charge (1) adapté à être connecté d'une part à une\nbatterie\nd'un premier véhicule électrique (14), et d'autre part à\nune\nbatterie\nd'un deuxième véhicule électrique (12), à être\nalimenté en courant d'entrée continu par la\nbatterie\ndu premier\nvéhicule électrique (14) et à alimenter la\nbatterie\ndu deuxième\nvéhicule électrique (12) avec un courant de sortie continu, le\ndispositif de charge (1) comportant un système de contrôle (29)\nadapté à ajuster les paramètres de l'alimentation de la\nbatterie\ndu deuxième véhicule (12) et adapté à échanger des\ninformations et instructions avec le premier véhicule (14) et avec\nle deuxième véhicule (12), et le système de contrôle (29) étant\npourvu de moyens d'alimentation auxiliaire (30), comprenant un\nconvertisseur auxiliaire adapté à recevoir un courant externe\ncontinu ou altematif différent du courant d'entrée continu issu de\nla\nbatterie\ndu premier véhicule électrique (14) et à le convertir en\ncourant continu d'alimentation du système de contrôle (29), pour\npermettre un échange d'informations et d'instructions afin de\ndéclencher une fourniture de courant par la\nbatterie\ndu premier\nvéhicule électrique (14).\n2. Dispositif de charge (1) selon la revendication 1, dans lequel le\ncourant d'entrée et le courant de sortie sont différents, le\ndispositif de charge (1) étant adapté à convertir le courant\nd'entrée en courant de sortie.\n3. Dispositif de charge (1) selon la revendication 1 ou 2, qui est\nintégré dans le premier véhicule électrique (14), ou qui est\nintégré dans le deuxième véhicule électrique (12).\n4. Dispositif de charge (1) selon la revendication 1 ou 2, qui est un\ndispositif de charge amovible et portable.\n5. Dispositif de charge (1) selon l'une des revendications 1 à 4, qui\nest également adapté à être connecté d'une part à une source\nde courant alternatif (11) et d'autre part à une\nbatterie\nde véhicule\nDate Reçue/Date Received 2021-03-29\n12\nélectrique, à être alimenté par un courant d'entrée issu de la\nsource de courant alternatif (11), à convertir le courant d'entrée\nen un courant de sortie continu, et à alimenter la\nbatterie\ndu\nvéhicule électrique (12) avec ledit courant de sortie continu.\n6. Dispositif de charge (1) selon la revendication 5, dans lequel le\ndispositif de charge (1) comprend un premier étage (23) assurant\nla conversion du courant d'entrée en courant intermédiaire\ncontinu ainsi qu'un deuxième étage (24, 25, 26) assurant la\nconversion du courant intermédiaire en courant de sortie.\n7. Dispositif de charge (1) selon la revendication 2, dans lequel le\nsystème de contrôle (29) est adapté à ajuster les paramètres de\nconversion du courant d'entrée en courant de sortie.\n8. Dispositif selon l'une des revendications 1 à 7, dans lequel le\ndeuxième véhicule électrique (12) est une automobile électrique.\n9. Dispositif selon l'une des revendications 1 à 8, dans lequel le\nconvertisseur auxiliaire est adapté à recevoir un courant externe\nissu d'un réseau électrique de bord du premier véhicule ou d'un\nréseau électrique de bord du deuxième véhicule, et à le convertir\nen courant continu d'alimentation du système de contrôle (29).\n10. Procédé de charge d'une\nbatterie\nde véhicule électrique\n(12),\ncomprenant :\n¨ une connexion du dispositif de charge (1) à une\nbatterie\nd'un\npremier véhicule (14) et à une\nbatterie\nd'un deuxième\nvéhicule (12) ;\n¨ une alimentation d'un convertisseur auxiliaire par un courant\nexterne continu ou alternatif et la conversion du courant\nexterne continu ou alternatif dans le convertisseur auxiliaire,\nen courant continu d'alimentation d'un système de contrôle\n(29) du dispositif de charge (1), pour permettre un échange\nd'informations et d'instructions avec la\nbatterie\ndu premier\nvéhicule (14) et la\nbatterie\ndu deuxième véhicule (12) ;\nDate Reçue/Date Received 2021-03-29\n13\n¨ une alimentation du dispositif de charge (1) par un courant\nd'entrée continu issu de la\nbatterie\ndu premier véhicule (14) ;\n¨ une alimentation de la\nbatterie\ndu deuxième véhicule (12) par\nun courant de sortie issu du dispositif de charge (1).\n11. Procédé selon la revendication 10, comprenant :\n¨ une conversion du courant d'entrée en courant de sortie\ncontinu par le dispositif de charge (1).\n12. Procédé selon la revendication 10 ou 11, dans lequel le dispositif\nde charge (1) est intégré dans le premier véhicule (14), et l'étape\nde connexion consiste à relier le dispositif de charge (1) au\ndeuxième véhicule (12) ; ou dans lequel le dispositif de charge\n(1) est intégré dans le deuxième véhicule (12), et l'étape de\nconnexion consiste à relier le dispositif de charge (1) au premier\nvéhicule (14).\n13. Procédé selon la revendication 12, dans lequel le dispositif de\ncharge (1) est relié au deuxième véhicule (12) au moyen d'un\ncâble électrique, ou est relié au premier véhicule (14) au moyen\nd'un câble électrique.\n14. Procédé selon l'une des revendications 10 à 13, dans lequel le\ndispositif de charge (1) est un dispositif amovible, et l'étape de\nconnexion consiste à relier le dispositif de charge (1) au premier\nvéhicule (14) et au deuxième véhicule (12).\n15. Procédé selon l'une des revendications 10 à 14, dans lequel le\ncourant de sortie présente une tension de 200 à 550 V ; et/ou\ndans lequel le courant de sortie présente une puissance\ninférieure ou égale à 20 kW.\n16. Procédé selon l'une des revendications 10 à 15, comportant\nl'ajustement de paramètres de l'alimentation de la\nbatterie\ndu\ndeuxième véhicule électrique (12) et l'échange d'informations et\nd'instructions entre le dispositif de charge (1) et le premier\nvéhicule électrique (14) et/ou le deuxième véhicule électrique\n(12).\nDate Reçue/Date Received 2021-03-29\n14\n17. Procédé selon la revendication 16, comprenant l'envoi d'une\ninstruction du dispositif de charge (1) au premier véhicule\nélectrique (14) pour déclencher l'alimentation du dispositif de\ncharge (1) par la\nbatterie\ndu premier véhicule électrique (14).\n18. Procédé selon l'une des revendications 10 à 17, dans lequel le\ndeuxième véhicule électrique (12) est une automobile électrique.\n19. Procédé selon l'une des revendications 10 à 18, dans lequel le\nconvertisseur auxiliaire est alimenté par un réseau électrique de\nbord du premier véhicule électrique ou un réseau électrique de\nbord du deuxième véhicule électrique.\nDate Reçue/Date Received 2021-03-29 | 13/60940 | France | 2013-11-08 | L'invention concerne un dispositif de charge (1) adapté à être connecté d'une part à une batterie d'un premier véhicule électrique (14), et d'autre part à une batterie d'un deuxième véhicule électrique (12), à être alimenté en courant d'entrée continu par la batterie du premier véhicule électrique (14) et à alimenter la batterie du deuxième véhicule électrique (12) avec un courant de sortie continu. L'invention concerne également un procédé de charge utilisant ce dispositif de charge. | True |
| 32 | Patent 2556791 Summary - Canadian Patents Database | CA 2556791 | NaN | BATTERYCHARGER AND METHOD OF CHARGING ABATTERY | CHARGEUR DE BATTERIE ET METHODE DE CHARGE DE BATTERIE | NaN | HOBBS, RAYMOND | 2009-09-22 | 2006-08-23 | GOWLING WLG (CANADA) LLP | English | PINNACLE WEST CAPITAL CORPORATION | CLAIMS:\n1. A\nbattery\ncharger comprising:\na direct current (DC) power supply provided by a power grid;\na variable alternating-current generator configured to generate an\noutput frequency and a carrier frequency, wherein said output frequency is\nselected to maximize current and voltage control, and said carrier frequency\nis\nselected to optimize the size and performance of the\nbattery\ncharger;\na controller configured to control said variable alternating-current\ngenerator, said controller including control of at least said power level of\nsaid\nfirst alternating current; and\na transformer configured to change the voltage of the first alternating\ncurrent to a second alternating current.\n2. A\nbattery\ncharger comprising:\nan alternating-current (AC) power supply provided by a power grid;\na device configured to receive a first alternating current from said AC\npower supply and convert said first alternating current to a direct-current\n(DC)\noutput;\na variable alternating-current generator configured to generate an\noutput frequency and a carrier frequency, wherein said output frequency is\nselected to maximize current and voltage control, and said carrier frequency\nis\nselected to optimize the size and performance of the\nbattery\ncharger; and\na controller configured to control said variable alternating-current power\ngenerator, said controller including control of said power level of said\nsecond\nalternating current; and\na first transformer configured to receive said first alternating current\nand change the voltage of said first alternating current, and transmit said\nfirst\nalternating current to said device.\n3. The\nbattery\ncharger of claim 2, wherein said first transformer is at least\none of a wire-wound transformer and a foil transformer.\n-39-\n4. The\nbattery\ncharger of claim 2, wherein said first transformer is\nconfigured to at least one of modify and change said voltage, and at least one\nof modify and change amperage of said first alternating current.\n5. The\nbattery\ncharger of claim 2, wherein said first transformer is\nconfigured to change said voltage to a voltage in the range of about 30 volts\nto about 700 volts, and increase amperage of said first alternating current to\na\ncurrent in the range of about 30 amps to about 300 amps.\n6. The\nbattery\ncharger of claim 2, further comprising a second transformer\nconfigured to supply power to said controller.\n7. The\nbattery\ncharger of claim 2, wherein said controller is one of a\ndigital controller, an analog controller and a digital/analog controller.\n8. The\nbattery\ncharger of claim 2, further comprising:\na filter configured to filter said direct-current output, said filter\ncomprising at least one of an inductor and a capacitor.\n9. The\nbattery\ncharger of claim 2, wherein said controller is configured to\nmeasure the voltage of said direct-current output.\n10. The batter charger of claim 2, wherein the charger is configured to\ncommunicate with a diagnostic device configured to facilitate maintenance or\ndiagnosis of faults.\n11. The\nbattery\ncharger of claim 2, wherein said first transformer is\nconfigured so that said second alternating current has a lower voltage and a\nhigher amperage than said first alternating current; and\nsaid generator being configured so that said first alternating current has\na substantially higher frequency than that of said alternating-current power\nsupply.\n-40-\n12. The\nbattery\ncharger of claim 2, further comprising a connector\nconfigured to connect to an\nelectric\nvehicle\nand deliver said direct-current\noutput to the\nvehicle\n.\n13. The\nbattery\ncharger of claim 12, said charger being configured to\ncharge at a plurality of direct-current voltages, the charger being configured\nto\nautomatically determine the voltage of the\nelectric\nvehicle\nand supply the\ncorrect voltage and current.\n14. The\nbattery\ncharger of claim 12, said charger configured to charge in\nthe range of about 12 volts to about 700 volts.\n15. The\nbattery\ncharger of claim 12, further comprising a card reader\nconfigured to enable the charger.\n16. The\nbattery\ncharger of claim 12, wherein said controller is configured to\nenable an indication when the\nelectric\nvehicle\nis substantially charged.\n17. A\nbattery\ncharger comprising:\na variable alternating-current generator configured to output a first\nalternating current of a controllable power level;\na digital controller configured to control said power supply, the control\nincluding at least control of the power level of the first alternating\ncurrent;\na foil-type transformer configured to change the voltage of the first\nalternating current to a second alternating current; and\na rectifier configured to convert the second alternating current to a\ndirect-current output.\n18. The\nbattery\ncharger of claim 17, said digital controller being configured\nto control the frequency of said first alternating current.\n19. The\nbattery\ncharger of claim 17, said charger being configured to\ncharge at a plurality of direct-current output voltages.\n-41-\n20. The\nbattery\ncharger of claim 19, the charger being configured to\nautomatically determine the voltage of the\nbattery\nand supply the correct\noutput voltage and current.\n-42- | 11/162,107 | United States of America | 2005-08-29 | Chargeurs de batterie stationnaires et transportés, procédés de charge de batteries, chargeurs de véhicule électrique et véhicules avec chargeurs, y compris véhicules électriques et véhicules électriques hybrides. Les chargeurs peuvent charger automatiquement, à la tension de batterie appropriée, divers types de batterie. Les chargeurs ont une alimentation ca variable contrôlée par des contrôleurs numériques, des transformateurs d'isolation et des redresseurs. Les transformateurs peuvent être de type feuille et peuvent comporter une feuille de cuivre. Les blocs d'alimentation peuvent être des générateurs à fréquence variable, et les contrôleurs peuvent commander la fréquence. L'utilisation du générateur à fréquence variable permet de réduire la taille et le poids des composants et d'obtenir une meilleure performance de la charge de batterie. Les chargeurs de véhicules électriques peuvent être dotés de lecteurs de cartes, et les véhicules peuvent être dotés de batteries et d'un chargeur. Les procédés de charge comprennent la détermination du type de batterie et l'augmentation progressive de la charge à différents taux d'augmentation tout en surveillant la tension de charge, le courant de charge ou les deux, jusqu'à l'atteinte d'une valeur maximale de courant. La charge peut être effectuée à courant constant, puis à tension constante. | True |
| 33 | Patent 3030007 Summary - Canadian Patents Database | CA 3030007 | NaN | STRUCTURE OFELECTRICVEHICLE | STRUCTURE DE VEHICULE ELECTRIQUE | NaN | CHEN, YI-TSO, KE, SHIOW-PYNG, SU, TAI-YUAN | 2021-02-09 | 2019-01-15 | MARKS & CLERK | English | KWANG YANG MOTOR CO., LTD. | 20\nWHAT IS CLAIMED IS:\n1.A structure of an\nelectric\nvehicle\n, wherein the\nelectric\nvehicle\nat least\ncomprises a frame unit and a\nvehicle\nbody cover unit; the frame unit\ncomprises tread tubes extending toward a rear side of a\nvehicle\nbody,\nthe tread tubes being arranged pairwise at left and right sides\nrespectively as a left tread tube and a right tread tube; the\nvehicle\nbody cover unit at least comprises a tread board that shields the left\ntread tube and the right tread tube; the frame unit is provided with a\nbattery\nbox that receives and holds therein a\nbattery\n, and the frame\nunit is provided thereon with a side stand, wherein the\nelectric\nvehicle\nis provided with an\nelectric\nconnection mechanism on the\nvehicle\nbody at one side thereof opposite to the side stand for\nreplenishing the\nbattery\nwith external\nelectric\npower; and wherein\nthe\nelectric\nconnection mechanism comprises an\nelectric\nconnection\nseat and the\nelectrical\nconnection seat comprises an opening section,\nwherein the opening section of the\nelectrical\nconnection seat is\nformed in a manner of facing away from a\nvehicle\nbody center axis\nline of the\nelectric\nvehicle\nand generally horizontal with respect to a\nground surface.\n21\n2. The structure of the\nelectric\nvehicle\naccording to claim 1, wherein\nthe\nbattery\nbox is shaft-supported on the frame unit and is provided,\non one side thereof, with an opening device, the opening device\ncomprising a power unit and a driven element drivable by the power\nunit; the power unit is mounted on the tread tubes and the driven\nelement is arranged on one side of an external circumference of the\nbattery\nbox.\n3. The structure of the\nelectric\nvehicle\naccording to claim 1, wherein\nthe frame unit is provided thereon with a seat section; the\nvehicle\nbody cover unit further comprises a central\nvehicle\nbody cover, the\ncentral\nvehicle\nbody cover being located under the seat section, the\ntread board forming a foot support section; the\nelectric\nconnection\nmechanism is arranged on the central\nvehicle\nbody cover at a\nlocation under and slightly rearward of a front end of the seat section\nand is located above the foot support section.\n4. The structure of the\nelectric\nvehicle\naccording to claim 1, wherein,\nwhen viewed from a top side, the\nelectric\nconnection mechanism\nand the side stand are respectively located at two sides of the\nvehicle\nbody center axis line of the\nelectric\nvehicle\n.\n22\n5. The structure of the\nelectric\nvehicle\naccording to claim 3 or 4,\nwherein the\nelectric\nconnection mechanism comprises an\nelectric\nconnection seat and a shielding member set outside and covering the\nelectric\nconnection seat.\n6. The structure of the\nelectric\nvehicle\naccording to claim 5, wherein\nthe\nelectric\nconnection seat comprises an opening section and a\nreceptacle arranged in the opening section; the shielding member is\nrotatably mounted to the frame unit or the central\nvehicle\nbody\ncover by a pivotal joint section.\n7. The structure of the\nelectric\nvehicle\naccording to claim 6, wherein\nthe shielding member is formed with a part of the central\nvehicle\nbody cover.\n8. The structure of the\nelectric\nvehicle\naccording to claim 6, wherein\nthe opening section of the\nelectric\nconnection seat is formed to face\naway from the\nvehicle\nbody center axis line of the\nelectric\nvehicle\nand generally horizontal with respect to a ground surface.\n9. The structure of the\nelectric\nvehicle\naccording to claim 1, wherein\nthe\nelectric\nvehicle\nfurther comprises a second\nbattery\n, the frame\nunit being provided thereon with a seat section; the\nelectric\n23\nconnection mechanism is arranged under the seat section and is\nlocated between the\nbattery\nand the second\nbattery\n. | 107103530 | Taiwan, Province of China | 2018-01-31 | Un véhicule électrique comprend une unité de châssis et une unité de couverture du corps de véhicule. Lunité de châssis comprend des tubes de roulement sétendant vers un côté arrière et étant disposés en paires comme tube de roulement droit et tube de roulement gauche. Lunité de couverture du corps du véhicule comprend une plaque de roulement qui protège les tubes de roulement droit et gauche. Lunité de châssis comprend un boîtier de batterie qui reçoit et tient une batterie et lunité de châssis est placée dessus au moyen dun support latéral. Le véhicule électrique comprend un mécanisme de connexion électrique sur un côté du corps du véhicule opposé au support latéral pour recharger la batterie au moyen dune source dalimentation électrique externe, de sorte quun inconvénient faisant que le véhicule électrique soit renversé lors de la recharge soit empêché pour améliorer lutilisation du véhicule électrique. | True |
| 34 | Patent 3099273 Summary - Canadian Patents Database | CA 3099273 | NaN | ELECTRICVEHICLECHARGING SYSTEM | SYSTEME DE CHARGE DE VEHICULE ELECTRIQUE | NaN | GUERRA, PAUL BARON, MATTHEWS, DAMIAN S., ROMANO, PASQUALE, BAXTER, DAVID | NaN | 2019-05-07 | BENNETT JONES LLP | English | CHARGEPOINT, INC. | CA 03099273 2020-11-03\nWO 2019/217442 PCT/US2019/031149\nCLAIMS\nWhat is claimed is:\n1. A method, comprising:\nreceiving, from a\nbattery\nmanagement system of an\nelectric\nvehicle\n, a request\nfor\nexternal coolant to change a temperature of a\nbattery\nof the\nelectric\nvehicle\n;\ndetermining a mass flow rate of cold coolant stored in a cold tank of an\nelectric\nvehicle\nthermal system to pump through a first thermal loop of a first side of a\nliquid to\nliquid heat exchanger located on the\nelectric\nvehicle\n, wherein the first\nthermal\nloop of the first side of the liquid to liquid heat exchanger does not mix\nwith an\ninternal coolant of a second thermal loop of a second side of the liquid to\nliquid\nheat exchanger located on the\nelectric\nvehicle\n;\ncausing the determined quantity of mass flow rate of external coolant to pump\nthrough\nthe thermal loop of the first side of the liquid to liquid heat exchanger;\ndetermining, based at least on a level of cold coolant stored in the cold tank\nand a level\nof hot coolant stored in a hot tank, whether to cause coolant returning from\nfirst\nthermal loop to be cooled and stored in the cold tank or heated and stored in\nthe\nhot tank;\ncausing the coolant returning to be cooled or heated according to the\ndetermination.\n2. The method of claim 1, wherein the request for external coolant includes\na current\ntemperature of the\nbattery\n.\n3. The method of claim 1, wherein the request for external coolant includes\na requested\ntemperature of the\nbattery\n.\n4. The method of claim 1, further comprising determining a mass flow rate\nof hot coolant\nstored in the hot tank of the\nelectric\nvehicle\nthermal system to pump through\nthe first thermal\nloop of the first side of the liquid to liquid heat exchanger.\n5. The method of claim 1, wherein the external coolant is carried through a\nconnector that\nconnects an\nelectric\nvehicle\nsupply equipment (EVSE) with the\nelectric\nvehicle\n.\n6. The method of claim 5, wherein the connector includes a set of one or\nmore power\nconnections to carry power to charge the\nbattery\nof the\nelectric\nvehicle\nthrough the EVSE.\n7. An\nelectric\nvehicle\n, comprising:\na set of one or more\nbatteries\n; and\n14\nCA 03099273 2020-11-03\nWO 2019/217442 PCT/US2019/031149\na\nbattery\nthermal system that includes:\na liquid to liquid heat exchanger that is to receive on a first side of the\nliquid to\nliquid heat exchanger external coolant from an external\nelectric\nvehicle\nthermal system and is to receive on a second side of the liquid to liquid\nheat exchanger internal coolant, wherein the external coolant flowing\nthrough the first side of the liquid to liquid heat exchanger changes the\ntemperature of the internal coolant flowing through the second side of the\nliquid to liquid heat exchanger, wherein the external coolant and the\ninternal coolant do not mix, and wherein the external coolant does not\ndirectly interface with the set of\nbatteries\n, and\na pump to pump the internal coolant that is output from the second side of the\nliquid to liquid heat exchanger through the set of\nbatteries\n.\n8. The\nelectric\nvehicle\nof claim 7, further comprising:\na\nbattery\nmanagement system coupled to the set of\nbatteries\nand\ncommunicatively\ncoupled with a\nbattery\nthermal controller external to the\nelectric\nvehicle\n,\nthe\nbattery\nmanagement system to transmit a request to the\nbattery\nthermal\ncontroller\nfor the external coolant.\n9. The\nelectric\nvehicle\nof claim 8, wherein the request includes an\nindication of a current\ntemperature of the set of\nbatteries\n.\n10. The\nelectric\nvehicle\nof claim 8, wherein the request includes an\nindication of a requested\ntemperature of the set of\nbatteries\n.\n11. The\nelectric\nvehicle\nof any of claim 8, further comprising:\na connector inlet to mate with a connector of an\nelectric\nvehicle\nsupply\nequipment\n(EVSE), wherein the connector inlet to include a first port to receive the\nexternal\ncoolant from the external\nelectric\nvehicle\nthermal system and a second port to\ncarry return coolant to the external\nelectric\nvehicle\nthermal system.\n12. The\nelectric\nvehicle\nof claim 12, wherein the connector inlet further\nincludes one or more\npower connections to draw power to charge the set of\nbatteries\nthrough the\nEVSE.\n13. A connector for an\nelectric\nvehicle\n, comprising:\nCA 03099273 2020-11-03\nWO 2019/217442 PCT/US2019/031149\na powered insertion and retraction assistance that is to assist coupling of\nthe connector\nwith a\nvehicle\nconnector inlet;\na cutout guide feature that is configured to fit in a raised portion of a\nvehicle\nconnector\ninlet to provide proper orientation of the connector;\na light ring to provide status indication;\na plurality of sockets to mate with corresponding pins to deliver current to a\nbattery\nof\nthe\nelectric\nvehicle\n; and\na plurality of liquid ports for quick disconnect fittings to exchange liquid\ncoolant with\nthe\nelectric\nvehicle\n.\n14. The connector of claim 13, wherein the light ring is to illuminate in\ndifferent color light\nto indicate different status, wherein the status includes one or more of\nwhether charging is\ncurrently occurring, whether there is an error, and whether charging is\nfinished.\n15. The connector of claim 13, further comprising:\na light port to include a light to illuminate the\nvehicle\nconnector inlet;\na camera port to include a camera to recognize features of the\nvehicle\nconnector inlet for\nuse by an autonomous system in connecting the connector to the\nvehicle\nconnector inlet.\n16. The connector of claim 13, further comprising:\na high-speed data communication socket that is configured to mate with a\ncorresponding\nhigh-speed data communication pin of the\nvehicle\nconnector inlet.\n16 | 62/668,239 | United States of America | 2018-05-07 | L'invention concerne un système de gestion thermique de batterie de véhicule électrique externe. Un système thermique de véhicule électrique fournit un liquide de refroidissement externe à un système thermique de batterie interne d'un véhicule électrique. Le système thermique de batterie interne comprend un échangeur de chaleur liquide-liquide pour refroidir ou réchauffer l'ensemble de batteries du véhicule électrique. Le liquide de refroidissement externe est pompé à travers un premier côté de l'échangeur de chaleur et sert de source pour refroidir ou chauffer un liquide de refroidissement interne pompé à travers un second côté de l'échangeur de chaleur. Le liquide de refroidissement externe et le liquide de refroidissement interne ne se mélangent pas. | True |
| 35 | Patent 2538018 Summary - Canadian Patents Database | CA 2538018 | NaN | BATTERYCABLE WITH PROVISIONS FOR INTEGRAL CIRCUIT PROTECTION | CABLE DE BATTERIE AVEC PROTECTION DE CIRCUIT INTEGREE | NaN | GROELLER, CHARLES J. | 2011-11-01 | 2004-09-17 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | MACK TRUCKS, INC. | 9\nCLAIMS\n1. A\nbattery\ncable circuit protection device for\npreventing fluctuations in voltage from a supply\nbattery\nof a\nvehicle\n, comprising:\na terminal base having a\nbattery\ncable lug member\nadapted for mounting to and making an\nelectrical\nconnection with a\nbattery\npost of the\nbattery\n;\na\nbattery\ncable mounting structure fixedly connected\nto said terminal base, for detachably connecting said\nterminal base to a\nbattery\ncable, which\nbattery\ncable\nsupplies a\nvehicle\nstarter motor with\nelectrical\nenergy,\nthe\nbattery\ncable mounting structure comprising first and\nsecond\nbattery\ncable mounting legs for positioning on\nopposite sides of the\nbattery\ncable, said first and\nsecond\nbattery\ncable mounting legs being spaced apart\nlongitudinally with respect to the\nbattery\ncable, so that\nsaid terminal base can be attached to or detached from\nthe\nbattery\ncable by at least partial rotation of said\nterminal base longitudinally with respect to the\nbattery\ncable for respectively engaging or disengaging said first\nand second\nbattery\ncable mounting legs from the\nbattery\ncable;\na first fuse mount supported by said terminal base\nand providing\nelectrical\ninterconnection to said\nbattery\npost; and\na second fuse mount supported by said terminal base\nfor providing\nelectrical\nenergy to\nvehicle\nelectrical\nsystems other than said\nvehicle\nstarter motor;\nwherein said first and second fuse mounts are\nadapted for detachable connection to a fuse which\nprovides\nelectrical\ninterconnection between said first\nand second fuse mounts.\n2. The device of claim 1, further comprising a fuse cover\nenclosing said main fuse.\n3. The device of claim 2, wherein a spare fuse is\ndetachably affixed to the interior surface of said fuse\ncover.\n4. The device of claim 1, wherein the\nbattery\npost is a\nstudded\nbattery\npost.\n5. A circuit for preventing fluctuations in voltage from\na supply\nbattery\ncomprising the\nbattery\ncable circuit\nprotection device of any one of claims 1 to 4. | 60/503,455 | United States of America | 2003-09-17 | Cette invention concerne un dispositif et un circuit de protection pour circuit de câble de batterie contre les variations de tension d'une batterie d'alimentation,. Le dispositif comprend une cosse présentant un ergot de câble de batterie pour montage et branchement électrique sur un plot de la batterie. Une structure de montage pour câble de batterie raccordée fixe à la cosse permet de relier libérable cette cosse à un câble de batterie. Le câble électrique alimente une démarreur d'un véhicule en énergie électrique. Un premier support de fusible maintenu par la cosse assure une interconnexion électrique avec le plot de batterie. Un second support de fusible maintenu par la cosse assure l'alimentation des systèmes électriques du véhicule autre que celui du démarreur. Les premier et second supports de fusible constituent une connexion libérable avec un fusible qui assure une interconnexion électrique entre lesdits supports. | True |
| 36 | Patent 3174926 Summary - Canadian Patents Database | CA 3174926 | NaN | ELECTRICVEHICLECHARGING SYSTEM WITHBATTERYTEMPERATURE CONTROL | SYSTEME DE CHARGE DE VEHICULE ELECTRIQUE AYANT UNE REGULATION DE TEMPERATURE DE BATTERIE | NaN | LEE, DONGYOUNG, KIM, BUGI | NaN | 2021-05-28 | BENOIT & COTE INC. | English | STANDARD ENERGY CO., LTD. | WO 2021/257270\nPCT/US2021/034983\nWHAT IS CLAIMED IS:\n1. A method of charging a\nbattery\nof an\nelectric\nvehicle\n, the method\ncomprising:\ndeteimining that a\nbattery\ntemperature of a secondary\nbattery\nis below a\npredetermined lower temperature limit suitable for charging the secondary\nbattery\nat a\nhigh charging power greater than about 18 kW;\nexternally applying, by contactless energy transfer means, electromagnetic\nenergy to the\nelectric\nvehicle\n;\nconverting the electromagnetic energy to heat and heating the secondary\nbattery\nto a temperature above the lower temperature limit; and\ncharging the secondary\nbattery\nat the high charging power while maintaining\nthe\nbattery\ntemperature between the lower temperature limit and an upper\ntemperature\nlimit at least in part by controlling a magnitude of the electromagnetic\nenergy.\n2. The method of Claim 1, wherein the lower temperature limit corresponds\nto a\ntemperature at which one or both of a\nbattery\ncapacity and/or a\nbattery\ncycle\nlife of the\nsecondary\nbattery\ndrops by 50% or more compared to a corresponding\nbattery\ncapacity and/or\na corresponding\nbattery\ncycle life of the secondary\nbattery\nat 25 C.\n3. The method of Claim 2, wherein the one or both of the\nbattery\ncapacity\nand/or\nthe\nbattery\ncycle life of the secondary batteiy dropping by 50% or more\ncompared to the\ncorresponding\nbattery\ncapacity and/or the corresponding\nbattery\ncycle life of\nthe secondary\nbattery\nat 25 C is associated with lithium plating in the secondary\nbattery\n.\n4. The method of Claim 1, wherein a difference between the lower\ntemperature\nlimit and the upper temperature limit is about 40 C or lower.\n5. The method of Claim 4, wherein the lower temperature limit is about 15 C\nor\nlower.\n6. The method of Claim 5, wherein the upper temperature limit is about 50 C\nor\nhigher.\n7. The method of Claim 1, wherein the contactless energy transfer means\nincludes\nmeans other than convection or conduction.\n8. The method of Claim 7, wherein externally applying the electromagnetic\nenergy comprises applying current through an energy transmit coil installed\noutside of the\nelectric\nvehicle\n.\n-29-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\n9. The method of Claim 8, wherein converting the electromagnetic energy\ncomprises inducing current in a receive coil installed on the\nelectric\nvehicle\nby electromagnetic\ninduction.\n10. The method of Claim 9, further comprising resistively heating a heating\nelement\nusing at least part of the induced current to generate the heat for heating\nthe secondary\nbattery\n.\n11. The method of Claim 8, wherein converting the electromagnetic energy\ncomprises inducing eddy current in a conductor installed on the\nelectric\nvehicle\nby\nelectromagnetic induction.\n12. The method of Claim 11, further comprising resistively heating the\nconductor\nusing at least part of the eddy current to generate the heat for heating the\nsecondary\nbattery\n.\n13. The method of Claim 7, wherein externally applying the electromagnetic\nenergy comprises applying microwave energy to the\nelectric\nvehicle\nusing a\nmicrowave\ngenerator installed outside of the\nelectric\nvehicle\n.\n14. The method of Claim 13, converting the electromagnetic energy comprises\nheating a fluid stored in the\nelectric\nvehicle\nby the microwave energy to\ngenerate thc heat for\nheatine the secondary\nbattery\n.\n15. The method of Claim 14, further comprising circulating the fluid that\nis heated\nby the microwave energy in proximity to the secondary\nbattery\nto heat the\nsecondary\nbattery\n.\n16. The method of Claim 7, wherein externally applying the electromagnetic\nenergy comprises applying photon radiation energy using a photon radiation\ngenerator installed\noutside of the\nelectric\nvehicle\n.\n17. The method of Claim 16, wherein converting the electromagnetic energy\ncomprises absorbing the photon radiation energy using an enhanced photon\nabsorbing structure\nconfigured to reabsorb a substantial portion of photons that are reflected or\nscattered by the\nenhanced photon absorbing structure.\n18. The method of Claim 17, wherein the enhanced photon absorbing structure\ncomprises a plurality of cavities having sidewalls that are configured such\nthat a substantial\nportion of photons that are reflected or scattered by one of the sidewalls is\nabsorbed by another\none of the sidewalls.\n19. The method of Claim 17, wherein the enhanced photon absorbing structure\ncomprises a plurality of protrusions having sidewalls that are configured such\nthat a substantial\n-30-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\nportion of photons that are reflected or scattered by a sidewall of one of the\nprotrusions is\nabsorbed by a sidewall of another one of the protrusions.\n20. The method of Claim 19, wherein the protrusions comprise an array of\nprotrusions having faceted surfaces.\n21. The method of Claim 19, wherein the protrusions comprise an array of\nprotrusions having a sinusoidally varying surface.\n22. The method of Claim 1, wherein charging the secondary\nbattery\ndoes not\noccur\nbefore the secondary\nbattery\nreaches the temperature above the lower\ntemperature limit.\n23. The method of Claim 1, further comprising, before or during externally\napplying the electromagnetic energy to heat the secondary\nbattery\nto the\ntemperature above the\nlower temperature limit, charging the secondary\nbattery\nat a charging power\nless than the high\ncharging power.\n24. The method of Claim 23, wherein a magnitude of the charging power less\nthan\nthe high charging power is inversely proportional to a state of charge of the\nsecondary\nbattery\n.\n25. Thc method of Claim 1, wherein maintaining the\nbattery\ntemperature\nbetween\nthe lower temperature limit and the upper temperature limit comprises, during\ncharging the\nsecondary\nbattery\nat the high charging power, determining that the\nbattery\ntemperature is above\n25 C, and stopping externally applying the electromagnetic energy and stopping\nconverting\nthe electromagnetic energy.\n26. The method of Claim 1, wherein maintaining the\nbattery\ntemperature\ncomprises\nactively cooling the secondary\nbattery\nwhen the\nbattery\ntemperature exceeds\nthe upper\ntemperature limit.\n27. An\nelectric\nvehicle\ncharging station, comprising:\na\nbattery\ncharging module configured to provide charging energy to a secondary\nbattery\nof an\nelectric\nvehicle\n;\nan electromagnetic energy generator configured to generate and transfer\nelectromagnetic energy, by contactless energy transfer means, to the\nelectric\nvehicle\n;\na communication interface configured to receive a\nbattery\ntemperature of the\nsecondary\nbattery\nfrom the\nelectric\nvehicle\n; and\na control unit configured to, upon determining that the\nbattery\ntemperature of\nthe secondary\nbattery\nis below a predetermined lower temperature limit\nsuitable for\n-31-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\ncharging the secondary\nbattery\nat a high charging power greater than 18 kW,\nactivate\nthe electromagnetic energy generator and to generate and transmit the\nelectromagnetic\nenergy to the\nelectric\nvehicle\nto cause the secondary\nbattery\nto be heated,\nwherein the control unit is further configured to, upon detemiining that the\nbattery\ntemperature of the secondary\nbattery\nexceeds the lower temperature\nlimit,\nactivate the\nbattery\ncharging module to initiate charging the secondary\nbattery\nat the\nhigh charging power.\n28. The charging station of Claim 27, wherein the control unit is further\nconfigured\nto charge the secondary\nbattery\nat the high charging power while maintaining\nthe\nbattery\ntemperature between the lower temperature limit and an upper temperature limit\nat least in part\nby controlling a magnitude of the electromagnetic energy generated and\ntransferred by the\nelectromagnetic energy generator.\n29. The charging station of Claim 27, wherein the lower temperature limit\ncorresponds to a temperature at which one or both of a\nbattery\ncapacity and/or\na\nbattery\ncycle\nlife of the sccondary battcry drops by 50% or more compared to a corresponding\nbattery\ncapacity and/or a corresponding\nbattery\ncycle life of the secondary\nbattery\nat\n25 C.\n30. The charging station of Claim 27, wherein the contactless energy\ntransfer means\nincludes means other than convection or conduction.\n31. The charging station of Claim 30, wherein the electromagnetic energy\ngenerator\ncomprises an energy transmit coil configured to generate and transmit the\nelectromagnetic\nenergy by applying current through the energy transmit coil.\n32. The charging station of Claim 31, wherein the energy transmit coil is\nconfigured\nto induce current in a receive coil installed on the\nelectric\nvehicle\nby\nelectromagnetic induction.\n33. The charging station of Claim 31, wherein the energy transmit coil is\nconfigured\nto induce eddy current in a conductor installed on the\nelectric\nvehicle\nby\nelectromagnetic\ninduction.\n34. The charging station of Claim 31, wherein the electromagnetic energy\ngenerator\ncomprises a microwave generator configured to apply microwave energy to the\nelectric\nvehicle\n.\n35. The charging station of Claim 34, wherein the microwave generator is\nconfigured to heat a fluid stored in the\nelectric\nvehicle\n.\n-32-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\n36. The charging station of Claim 30, wherein the electromagnetic energy\ngenerator comprises a photon generator configured to generate and transmit\nphotons.\n37. The charging station of Claim 36, wherein the photon generator\ncomprises an\ninfrared photon generator configured to generate and transmit photons having a\nnear infrared\nwavelengths or longer.\n38. A powering system for powering an\nelectric\nvehicle\n, the powering system\ncomprising:\na secondary\nbattery\nfor powering an\nelectric\nvehicle\n;\na temperature sensing module configured to monitor a\nbattery\ntemperature of\nthe secondary\nbattery\n;\nan energy conversion module configured to:\nelectromagnetically couple to an electromagnetic energy generator of a\ncharging station and to receive electromagnetic energy therefrom by\ncontactless\nenergy transfer means,\nconvert the electromagnetic energy into heat, and\nheat the secondary\nbattery\nwith the heat; and\na control unit configured to:\nreceive the\nbattery\ntemperature from the ternperature sensing module\nand to communicate the\nbattery\ntemperature to a charging station through a\ncommunication interface,\nupon determining that the\nbattery\ntemperature of the secondary\nbattery\nis below a predetermined lower temperature limit suitable for charging at a\nhigh\ncharging power greater than 18 kW, activate the energy conversion module to\nreceive the electromagnetic energy and to cause the secondary\nbattery\nto be\nheated, and\nupon deteimining that the\nbattery\ntemperature of the secondary\nbattery\nexceeds the lower temperature limit of the secondary\nbattery\n, activate the\nsecondary\nbattery\nto initiate charging the secondary\nbattery\nat the high\ncharging\npower.\n39. The powering system of Claim 38, wherein the control unit is further\nconfigured\nfor charging the secondary\nbattery\nat the high charging power while\nmaintaining the\nbattery\n-33-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\ntemperature between the lower temperature limit and an upper temperature limit\nat least in part\nby controlling a magnitude of the electromagnetic energy converted into heat\nby the energy\nconversion module.\n40. The powering system of Claim 39, wherein the lower temperature limit\ncorresponds to a temperature at which one or both of a\nbattery\ncapacity and/or\na\nbattery\ncycle\nlife of the secondary\nbattery\ndrops by 50% or more compared to a corresponding\nbattery\ncapacity and/or a con-esponding\nbattery\ncycle life of the secondary\nbattery\nat\n25 C.\n41. The powering system of Claim 40, wherein the one or both of the\nbattery\ncapacity and/or the\nbattery\ncycle life of the secondary\nbattery\ndropping by\n50% or more\ncompared to the corresponding\nbattery\ncapacity and/or the corresponding\nbattery\ncycle life of\nthe secondary\nbattery\nat 25 C is associated with lithium plating in the\nsecondary\nbattery\n.\n42. The powering system of Claim 40, wherein the contactless energy\ntransfer\nmeans includes means other than convection or conduction.\n43. The powering system of Claim 38, wherein the energy conversion module\nis\nconfigured to electromagnetically couple to an energy transmit coil installed\nat the charging\nstation.\n44. The powering system of Claim 43, wherein the energy conversion module\ncomprises a receive coil is configured to convert the electromagnetic energy\nreceived from the\nenergy transmit coil into induced current in the receive coil by\nelectromagnetic induction.\n45. The powering system of Claim 44, wherein the energy conversion module\nfurther comprises a resistive heating element configured to convert at least\npart of the induced\ncurrent into the heat for heating the secondary\nbattery\n.\n46. The powering system of Claim 43, wherein the energy conversion module\ncomprises a conductor configured to convert the electromagnetic energy\nreceived from the\nenergy transmit coil into eddy current in the conductor by electromagnetic\ninduction.\n47. The powering system of Claim 38, wherein the energy conversion module\nis\nconfigured to receive microwave energy from a microwave generator installed at\na charging\nstation.\n48. The powering system of Claim 47, wherein the energy conversion module\ncomprises a fluid configured to be heated by the microwave energy.\n-34-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\n49. The powering system of Claim 48, wherein the energy conversion module\nfurther comprises conduits configured to circulate the fluid that is heated by\nthe microwave\nenergy in proximity to the secondary\nbattery\nto heat the secondary\nbattery\n.\n50. The powering system of Claim 49, wherein the energy conversion module\nis\nconfigured to receive photon radiation energy from a photon radiation\ngenerator installed at a\nch arging station .\n51. The powering system of Claim 50, wherein the energy conversion module\ncomprises an enhanced photon absorbing structure configured to reabsorb a\nsubstantial portion\nof photons that are reflected or scattered by the enhanced photon absorbing\nstructure.\n52. The powering system of Claim 50, wherein the enhanced photon absorbing\nstructure comprises a plurality of cavities having sidewalls that are\nconfigured such that a\nsubstantial portion of photons that are reflected or scattered by one of the\nsidewalls is absorbed\nby another one of the sidewalls.\n53. The powering system of Claim 50, wherein the enhanced photon absorbing\nstructure comprises a plurality of protrusions having sidcwalls that arc\nconfigured such that a\nsubstantial portion of photons that are reflected or scattered by a sidewall\nof one of the\nprotrusions is absorbed by a sidewall of another one of the protrusions.\n54. The powering system of Claim 53, wherein the protrusions comprise an an-\nay\nof protrusions having faceted surfaces.\n55. The powering system of Claim 53, wherein the protrusions comprise an\narray\nof protrusions having a sinusoidally varying surface.\n56. An\nelectric\nvehicle\ncharging system, comprising:\na powering system for powering an\nelectric\nvehicle\n, comprising:\na secondary\nbattery\nfor powering the\nelectric\nvehicle\n,\na temperature sensing module configured to monitor a\nbattery\ntemperature of the secondary\nbattery\n.\nan energy conversion module configured to receive electromagnetic\nenergy by contactless energy transfer means, convert the electromagnetic\nenergy to heat and heat to the secondary\nbattery\n,\n-35-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\na control unit configured to receive the\nbattery\ntemperature from the\ntemperature sensing module and to communicate the\nbattery\ntemperature to a\ncharging station through a communication interface; and\nthe\nelectric\nvehicle\ncharging station, comprising:\na\nbattery\ncharging module configured to provide charging energy to the\nsecondary\nbattery\n,\nan electromagnetic energy generator configured to generate and transfer\nthe electromagnetic energy, by the contactless energy transfer means, to the\nenergy conversion module,\na control unit configured to, upon determining that the\nbattery\ntemperature is below a predetermined lower temperature limit suitable for\ncharging the secondary\nbattery\nat a high charging power greater than 18 kW,\nactivate the electromagnetic energy generator and to generate and transmit the\nelectromagnetic energy to the energy conversion module to cause the secondary\nbattery\nto be heated,\nwherein the control unit is further configured to, upon determining that\nthe\nbattery\ntemperature of the secondary\nbattery\nexceeds the lower temperature\nlimit of the secondary\nbattery\n, activate the\nbattery\ncharging module to\ninitiate\ncharging the secondary\nbattery\nat the high charging power.\n57. The charging system of Claim 56, wherein the control unit of the\ncharging\nstation is further configured to charge the secondary\nbattery\nat the charging\npower greater than\n18 kW while maintaining the\nbattery\ntemperature between the lower temperature\nlimit and an\nupper temperature limit at least in part by controlling a magnitude of the\nelectromagnetic\nenergy generated and transferred by the electromagnetic energy generator.\n58. The charging system of Claim 56, wherein the lower temperature limit\ncorresponds to a temperature at which one or both of a\nbattery\ncapacity and/or\na\nbattery\ncycle\nlife of the secondary\nbattery\ndrops by 50% or more compared to a corresponding\nbattery\ncapacity and/or a corresponding\nbattery\ncycle life of the secondary\nbattery\nat\n25 C.\n59. The charging system of Claim 56, wherein the contactless energy\ntransfer\nmeans includes means other than convection or conduction.\n-36-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\n60. The charging system of Claim 56, wherein the electromagnetic energy\ngenerator comprises an energy transmit coil configured to generate and\ntransmit the\nelectromagnetic energy by applying current through the energy transmit coil.\n61 . The charging system of Claim 56, wherein the energy transmit coil is\nconfigured to induce current in a receive coil installed on the\nelectric\nvehicle\nby\nelectromagnetic induction.\n62. The charging system of Claim 56, wherein the energy transmit coil is\nconfigured to induce eddy current in a conductor installed on the\nelectric\nvehicle\nby\nelec tromagne tic induc tion.\n63. The charging system of Claim 56, wherein the electromagnetic energy\ngenerator comprises a microwave generator configured to apply microwave energy\nto the\nelectric\nvehicle\n.\n64. The charging system of Claim 63, wherein the microwave generator is\nconfigured to heat a fluid stored in the\nelectric\nvehicle\n.\n65. Thc charging system of Claim 56, wherein the energy conversion module\nis\nconfigured to electromagnetically couple to an energy transmit coil installed\nat the charging\nstation.\n66. The charging systern of Claim 65, wherein the energy conversion module\ncomprises a receive coil is configured to convert the electromagnetic energy\nreceived from the\nenergy transmit coil into induced current in the receive coil by\nelectromagnetic induction.\n67. The charging system of Claim 66, wherein the energy conversion module\nfurther comprises a resistive heating element configured to convert at least\npart of the induced\ncurrent into the heat for heating the secondary\nbattery\n.\n68. The charging system of Claim 65, wherein the energy conversion module\ncomprises a conductor configured to convert the electromagnetic energy\nreceived from the\nenergy transmit coil into eddy current in the conductor by electromagnetic\ninduction.\n69. The charging system of Claim 56, wherein the energy conversion module\nis\nconfigured to receive microwave energy from a microwave generator installed at\na charging\nstation.\n70. The charging system of Claim 69, wherein the energy conversion module\ncomprises a fluid configured to be heated by the microwave energy.\n-37-\nCA 03174926 2022- 10- 6\nWO 2021/257270\nPCT/US2021/034983\n71. The charging system of Claim 70, wherein the energy conversion module\nfurther comprises conduits configured to circulate the fluid that is heated by\nthe microwave\nenergy in proximity to the secondary\nbattery\nto heat the secondary\nbattery\n.\n72. The charging system of Claim 56, wherein the electromagnetic energy\ngenerator comprises a photon generator configured to generate and transmit\nphotons.\n73. The charging system of Claim 72, wherein the photon generator comprises\nan\ninfrared photon generator configured to generate and transmit photons having a\nnear infrared\nwavelengths or longer.\n74. The charging system of Claim 56, wherein the energy conversion module\nis\nconfigured to receive photon radiation energy from a photon radiation\ngenerator installed at a\ncharging station.\n75. The charging system of Claim 74, wherein the energy conversion module\ncomprises an enhanced photon absorbing structure configured to reabsorb a\nsubstantial portion\nof photons that are reflected or scattered by the enhanced photon absorbing\nstructure.\n76. Thc charging system of Claim 74, wherein the enhanced photon absorbing\nstructure comprises a plurality of cavities having sidewalls that are\nconfigured such that a\nsubstantial portion of photons that are reflected or scattered by one of the\nsidewalls is absorbed\nby another one of the sidewalls.\n77. The charging system of Claim 74, wherein the enhanced photon absorbing\nstructure comprises a plurality of protrusions having sidewalls that are\nconfigured such that a\nsubstantial portion of photons that are reflected or scattered by a sidewall\nof one of the\nprotrusions is absorbed by a sidewall of another one of the protrusions.\n78. The charging system of Claim 77, wherein the protrusions comprise an\narray of\nprotrusions having faceted surfaces.\n79. The charging system of Claim 77, wherein the protrusions comprise an\narray of\nprotrusions having a sinusoidally varying surface.\n-38-\nCA 03174926 2022- 10- 6 | 63/041,415 | United States of America | 2020-06-19 | La présente invention se rapporte, de manière générale, à une technologie permettant de charger une batterie rechargeable d'un véhicule électrique et, plus particulièrement, à la gestion thermique de la batterie rechargeable associée à la charge. Selon un aspect, un procédé de charge d'une batterie d'un véhicule électrique consiste à déterminer qu'une température de batterie d'une batterie rechargeable est inférieure à une limite de température inférieure prédéterminée appropriée pour charger la batterie rechargeable à une puissance de charge élevée supérieure à 18 kW. Le procédé consiste en outre à appliquer par l'extérieur, par un moyen de transfert d'énergie sans contact, une énergie électromagnétique à un module de conversion d'énergie du véhicule électrique. | True |
| 37 | Patent 2730372 Summary - Canadian Patents Database | CA 2730372 | NaN | SYSTEM AND METHOD FOR OPERATING ANELECTRICVEHICLE | SYSTEME ET PROCEDE DE FONCTIONNEMENT D'UN VEHICULE ELECTRIQUE | NaN | AGASSI, SHAI, HERSHKOVITZ, BARAK, GILBOA, YUVAL, KHASON, TAMIR, KABISHER, BORIS, KIESLESTEIN, SHAHAF | NaN | 2009-09-15 | FASKEN MARTINEAU DUMOULIN LLP | English | BETTER PLACE GMBH | What is claimed is:\n1. A computer-implemented method for managing energy usage of an at least\npartially\nelectric\nvehicle\n, comprising:\nat a computer system of the at least partially\nelectric\nvehicle\n, the computer\nsystem\nincluding one or more processors, and memory storing one or more programs, and\na display\ndevice, the one or more processors executing the one or more programs to\nperform the\noperations of:\nreceiving a charge level of at least one\nbattery\nof the at least partially\nelectric\nvehicle\n;\nreceiving a current location of the at least partially\nelectric\nvehicle\n;\ndetermining a theoretical maximum range of the at least partially\nelectric\nvehicle\nbased on the current location of the at least partially\nelectric\nvehicle\nand the charge level of the at least one\nbattery\nof the at least\npartially\nelectric\nvehicle\n;\ndisplaying on the display device a geographic map including the\ncurrent location of the at least partially\nelectric\nvehicle\n; and\ndisplaying a first boundary on the geographic map indicating the\nmaximum theoretical range of the at least partially\nelectric\nvehicle\n.\n2. The method of claim 1, further comprising displaying one or more visual\nindicators\non the geographic map to indicate that locations outside of the first boundary\nare unreachable\nby the at least partially\nelectric\nvehicle\nbased at least in part on the\ncurrent location and the\ntheoretical maximum range of the at least partially\nelectric\nvehicle\n.\n3. The method of claim 1, further comprising:\ndetermining a second boundary that is a predetermined distance from a\nreference\npoint, wherein the predetermined distance is the farthest destination that the\nat least partially\nelectric\nvehicle\ncan travel to and still be able to return to the reference\npoint; and\ndisplaying the second boundary on the geographic map.\n4. The method of claim 3, wherein the reference point is the point at which\nthe at least\npartially\nelectric\nvehicle\nspends the most time charging the at least one\nbattery\nof the at least\npartially\nelectric\nvehicle\n.\n65\n5. The method of claim 4, wherein the reference point is selected from the\ngroup\nconsisting of a home of a user of the at least partially\nelectric\nvehicle\nand\nan office of a user\nof the at least partially\nelectric\nvehicle\n.\n6. The method of claim 1, further comprising generating an energy plan for the\nat least\npartially\nelectric\nvehicle\n.\n7. The method of claim 6, wherein the energy plan includes:\none or more routes;\na destination; and\none or more\nbattery\nservice stations at which the at least one\nbattery\nmay be\nserviced.\n8. The method of claim 6, wherein generating the energy plan for the at least\npartially\nelectric\nvehicle\nincludes:\ndetermining whether the at least partially\nelectric\nvehicle\ncan reach a\npredefined\nlocation based on the theoretical maximum range;\nin response to determining that the at least partially\nelectric\nvehicle\ncannot\nreach the\npredefined location,\ndetermining a\nbattery\nservice station within the theoretical maximum\nrange of the current location of the at least partially\nelectric\nvehicle\nat\nwhich\nthe at least one\nbattery\nof the at least partially\nelectric\nvehicle\nmay be\nserviced;\nand\nadding the\nbattery\nservice station to the energy plan.\n9. The method of claim 8, wherein after adding a\nbattery\nservice station to\nthe energy\nplan, the method further comprises scheduling time at the\nbattery\nservice\nstation to service\nthe at least one\nbattery\nof the at least partially\nelectric\nvehicle\n.\n10. The method of claim 9, wherein scheduling time at the\nbattery\nservice\nstation to\nservice the at least one\nbattery\nof the at least partially\nelectric\nvehicle\nincludes scheduling\ntime at the\nbattery\nservice station to service the at least one\nbattery\nof the\nat least partially\nelectric\nvehicle\nbased on an estimated time that the at least partially\nelectric\nvehicle\nwill\narrive at the\nbattery\nservice station.\n66\n11. The method of claim 8, wherein the predefined location is selected from\nthe group\nconsisting of:\na home of the user;\na workplace of the user; and\na location where the at least partially\nelectric\nvehicle\nis charged.\n12. The method of claim 11, further comprising in response to determining that\nthe at\nleast partially\nelectric\nvehicle\ncan reach the predefined location, repeating\nthe operations of\nclaim 1.\n13. The method of claim 11, further comprising:\ngenerating a route from the current location of the at least partially\nelectric\nvehicle\nto\nthe\nbattery\nservice station; and\nadding the route to the energy plan.\n14. The method of claim 8, wherein the\nbattery\nservice station is selected\nfrom the group\nconsisting of:\ncharge stations that recharge the one or more\nbattery\npacks of the\nvehicle\n;\nbattery\nexchange stations that replace a spent\nbattery\nof the\nvehicle\nwith a\ncharged\nbattery\n; and\nany combination of the aforementioned\nbattery\nservice stations.\n15. The method of claim 8, wherein the predefined location is selected from\nthe group\nconsisting of:\na user-specified destination;\na\nbattery\nservice station;\na destination determined based on a user profile; and\na destination determined based on aggregate user profile data.\n16. The method of claim 15, further comprising:\ndetermining the theoretical maximum range of the at least partially\nelectric\nvehicle\nafter the at least one\nbattery\nis serviced at the\nbattery\nservice station;\ndetermining whether the at least partially\nelectric\nvehicle\ncan reach the\npredefined\nlocation based on the theoretical maximum range;\n67\nin response to determining that the at least partially\nelectric\nvehicle\ncannot\nreach the\npredefined location,\ndetermining a next\nbattery\nservice station within the theoretical\nmaximum range of a previous\nbattery\nservice station in the energy plan and on\na route to the predefined location;\nadding the next\nbattery\nservice station to the energy plan; and\nrepeating the operations of claim 16 until the predefined location is\nreachable.\n17. The method of claim 16, further comprising:\ngenerating a route from the current location of the at least partially\nelectric\nvehicle\nto\nthe destination, wherein the route includes stops at the\nbattery\nservice\nstations in the energy\nplan; and\nadding the route to the energy plan.\n18. The method of claim 15, further comprising in response to determining that\nthe at\nleast partially\nelectric\nvehicle\ncan reach the destination,\ngenerating a route from the current location of the at least partially\nelectric\nvehicle\nto\nthe destination; and\nadding the route to the energy plan.\n19. The method of claim 1, wherein the theoretical maximum range is based at\nleast in\npart on:\nthe charge level of the at least one\nbattery\nof the at least partially\nelectric\nvehicle\n;\nthe current location of the at least partially\nelectric\nvehicle\n;\na profile of the user;\nproperties of at least one\nelectric\nmotor of the at least partially\nelectric\nvehicle\n;\ntypes of terrain on which roads are situated;\na speed of the at least partially\nelectric\nvehicle\n; and\nany combination of the aforementioned elements.\n20. The method of claim 1, wherein the theoretical maximum range is adjusted\nto provide\na margin of safety.\n21. The method of claim 1, further comprising:\ndetermining whether a silent navigation mode is enabled; and\n68\nin response to determining that the silent navigation mode is not enabled,\nproviding\nguidance based on the energy plan.\n22. The method of claim 21, further comprising in response to determining that\nthe silent\nnavigation mode is enabled, disabling guidance based on the energy plan.\n23. The method of claim 21, wherein the guidance includes turn-by-turn\nguidance.\n24. The method of claim 21, wherein the guidance is selected from the group\nconsisting\nof:\nvisual guidance;\naudio guidance; and\nany combination of the aforementioned guidance.\n25. The method of claim 1, wherein receiving the current location of the at\nleast partially\nelectric\nvehicle\nincludes receiving the current location of the at least\npartially\nelectric\nvehicle\nfrom a global satellite navigation system.\n26. The method of claim 1, further comprising:\nreceiving an energy plan for the at least partially\nelectric\nvehicle\n;\nproviding guidance based on the energy plan; and\nperiodically determining whether the energy plan is still valid.\n27. The method of claim 1, further comprising:\nat a computer system remote from the at least partially\nelectric\nvehicle\n, the\ncomputer\nsystem including one or more processors and memory storing one or more\nprograms, the one\nor more processors executing the one or more programs to perform the\noperations of:\nreceiving a request to service the at least one\nbattery\nof the at least\npartially\nelectric\nvehicle\n; and\nin response to the request, generating a service plan to service the at\nleast one\nbattery\nof the at least partially\nelectric\nvehicle\n.\n28. The method of claim 1, further comprising:\ntransmitting to a server a request to service the at least one\nbattery\nof the\nat least\npartially\nelectric\nvehicle\n;\nin response to the request, receiving from the server a service plan; and\n69\nmanaging the service plan.\n29. The method of claim 28, wherein the service plan indicates that the at\nleast one\nbattery\nof the at least partially\nelectric\nvehicle\nis to be exchanged for at\nleast one charged\nbattery\n, and wherein the method further comprises facilitating the exchanging\nof the at least\none\nbattery\nfor the at least one charged\nbattery\n.\n30. A system for managing energy usage of an at least partially at least\npartially\nelectric\nvehicle\n, comprising:\none or more processors;\nmemory; and\none or more programs stored in the memory, the one or more programs comprising\ninstructions to:\nreceive a charge level of at least one\nbattery\nof the at least partially at\nleast partially\nelectric\nvehicle\n;\nreceive a current location of the at least partially at least partially\nelectric\nvehicle\n; and\ndetermine a theoretical maximum range of the at least partially at least\npartially\nelectric\nvehicle\nbased on the current location of the at least\npartially\nat least partially\nelectric\nvehicle\nand the charge level of the at least one\nbattery\nof the at least partially at least partially\nelectric\nvehicle\n.\n31. A computer readable storage medium storing one or more programs configured\nfor\nexecution by a computer, the one or more programs comprising instructions to:\nreceive a charge level of at least one\nbattery\nof the at least partially\nelectric\nvehicle\n;\nreceive a current location of the at least partially\nelectric\nvehicle\n; and\ndetermine a theoretical maximum range of the at least partially\nelectric\nvehicle\nbased\non the current location of the at least partially\nelectric\nvehicle\nand the\ncharge level of the at\nleast one\nbattery\nof the at least partially\nelectric\nvehicle\n.\n32. A computer-implemented method for providing value-added services to an\nelectric\nvehicle\n, comprising:\n70\nat a computer system of an\nelectric\nvehicle\n, the computer system including one\nor\nmore processors and memory storing one or more programs, the one or more\nprocessors\nexecuting the one or more programs to perform the operations of:\nreceiving a selected search result from a user of the\nelectric\nvehicle\n;\ndetermining offers with a specified distance of the selection; and\npresenting the offers to the user in a user interface of the\nelectric\nvehicle\n.\n33. The method of claim 32, wherein a search query is selected from the group\nconsisting\nof:\na point of interest;\nan address;\na product;\na service; and\nany combination of the aforementioned search queries.\n34. The method of claim 32, wherein an offer is selected from the group\nconsisting of:\na coupon;\na sale price;\npromotional discount; and\nany combination of the aforementioned offers.\n35. The method of claim 32, wherein prior to receiving the selected search\nresult from the\nuser, the method further comprises:\nreceiving a search query from a user of the\nelectric\nvehicle\n;\nretrieving search results based on the search query; and\npresenting the search results to the user in the user interface of the\nelectric\nvehicle\n.\n36. The method of claim 32, wherein after presenting the offers, the method\nfurther\ncomprises sending tracking information to a server.\n37. The method of claim 32, further comprising:\nreceiving a selected offer from the user of the\nelectric\nvehicle\n;\ngenerating an energy plan for the\nelectric\nvehicle\n; and\nproviding guidance based on the energy plan.\n71\n38. The method of claim 37, wherein the guidance includes turn-by-turn\nguidance.\n39. The method of claim 37, wherein the guidance is selected from the group\nconsisting\nof:\nvisual guidance;\naudio guidance; and\nany combination of the aforementioned guidance.\n40. The method of claim 37, wherein after receiving the selected offer from\nthe user, the\nmethod further comprises sending tracking information to the server.\n41. The method of claim 32, further comprising:\ndetermining that the\nelectric\nvehicle\nhas reached a destination associated\nwith the\nselected offer; and\nsending tracking information to the server.\n42. A system for providing value-added services to an\nelectric\nvehicle\n,\ncomprising:\none or more processors;\nmemory; and\none or more programs stored in the memory, the one or more programs comprising\ninstructions to:\nreceive a selected search result from a user of the\nelectric\nvehicle\n;\ndetermine offers with a specified distance of the selection; and\npresent the offers to the user in a user interface of the\nelectric\nvehicle\n.\n43. A computer readable storage medium storing one or more programs configured\nfor\nexecution by a computer, the one or more programs comprising instructions to:\nreceive a selected search result from a user of the\nelectric\nvehicle\n;\ndetermine offers with a specified distance of the selection; and\npresent the offers to the user in a user interface of the\nelectric\nvehicle\n.\n72 | 12/234,591 | United States of America | 2008-09-19 | Linvention concerne un système et un procédé de gestion de lutilisation de lénergie dans un véhicule électrique. Un niveau de charge dau moins une batterie du véhicule électrique est reçu. Un emplacement de courant du véhicule électrique est reçu. Une plage maximale théorique du véhicule électrique est déterminée en se basant sur lemplacement actuel du véhicule électrique et le niveau de charge de la ou des batteries du véhicule électrique. Un plan énergétique pour le véhicule électrique est généré. | True |
| 38 | Patent 2730372 Summary - Canadian Patents Database | CA 2730372 | NaN | SYSTEM AND METHOD FOR OPERATING ANELECTRICVEHICLE | SYSTEME ET PROCEDE DE FONCTIONNEMENT D'UN VEHICULE ELECTRIQUE | NaN | AGASSI, SHAI, HERSHKOVITZ, BARAK, GILBOA, YUVAL, KHASON, TAMIR, KABISHER, BORIS, KIESLESTEIN, SHAHAF | NaN | 2009-09-15 | FASKEN MARTINEAU DUMOULIN LLP | English | BETTER PLACE GMBH | What is claimed is:\n1. A computer-implemented method for managing energy usage of an at least\npartially\nelectric\nvehicle\n, comprising:\nat a computer system of the at least partially\nelectric\nvehicle\n, the computer\nsystem\nincluding one or more processors, and memory storing one or more programs, and\na display\ndevice, the one or more processors executing the one or more programs to\nperform the\noperations of:\nreceiving a charge level of at least one\nbattery\nof the at least partially\nelectric\nvehicle\n;\nreceiving a current location of the at least partially\nelectric\nvehicle\n;\ndetermining a theoretical maximum range of the at least partially\nelectric\nvehicle\nbased on the current location of the at least partially\nelectric\nvehicle\nand the charge level of the at least one\nbattery\nof the at least\npartially\nelectric\nvehicle\n;\ndisplaying on the display device a geographic map including the\ncurrent location of the at least partially\nelectric\nvehicle\n; and\ndisplaying a first boundary on the geographic map indicating the\nmaximum theoretical range of the at least partially\nelectric\nvehicle\n.\n2. The method of claim 1, further comprising displaying one or more visual\nindicators\non the geographic map to indicate that locations outside of the first boundary\nare unreachable\nby the at least partially\nelectric\nvehicle\nbased at least in part on the\ncurrent location and the\ntheoretical maximum range of the at least partially\nelectric\nvehicle\n.\n3. The method of claim 1, further comprising:\ndetermining a second boundary that is a predetermined distance from a\nreference\npoint, wherein the predetermined distance is the farthest destination that the\nat least partially\nelectric\nvehicle\ncan travel to and still be able to return to the reference\npoint; and\ndisplaying the second boundary on the geographic map.\n4. The method of claim 3, wherein the reference point is the point at which\nthe at least\npartially\nelectric\nvehicle\nspends the most time charging the at least one\nbattery\nof the at least\npartially\nelectric\nvehicle\n.\n65\n5. The method of claim 4, wherein the reference point is selected from the\ngroup\nconsisting of a home of a user of the at least partially\nelectric\nvehicle\nand\nan office of a user\nof the at least partially\nelectric\nvehicle\n.\n6. The method of claim 1, further comprising generating an energy plan for the\nat least\npartially\nelectric\nvehicle\n.\n7. The method of claim 6, wherein the energy plan includes:\none or more routes;\na destination; and\none or more\nbattery\nservice stations at which the at least one\nbattery\nmay be\nserviced.\n8. The method of claim 6, wherein generating the energy plan for the at least\npartially\nelectric\nvehicle\nincludes:\ndetermining whether the at least partially\nelectric\nvehicle\ncan reach a\npredefined\nlocation based on the theoretical maximum range;\nin response to determining that the at least partially\nelectric\nvehicle\ncannot\nreach the\npredefined location,\ndetermining a\nbattery\nservice station within the theoretical maximum\nrange of the current location of the at least partially\nelectric\nvehicle\nat\nwhich\nthe at least one\nbattery\nof the at least partially\nelectric\nvehicle\nmay be\nserviced;\nand\nadding the\nbattery\nservice station to the energy plan.\n9. The method of claim 8, wherein after adding a\nbattery\nservice station to\nthe energy\nplan, the method further comprises scheduling time at the\nbattery\nservice\nstation to service\nthe at least one\nbattery\nof the at least partially\nelectric\nvehicle\n.\n10. The method of claim 9, wherein scheduling time at the\nbattery\nservice\nstation to\nservice the at least one\nbattery\nof the at least partially\nelectric\nvehicle\nincludes scheduling\ntime at the\nbattery\nservice station to service the at least one\nbattery\nof the\nat least partially\nelectric\nvehicle\nbased on an estimated time that the at least partially\nelectric\nvehicle\nwill\narrive at the\nbattery\nservice station.\n66\n11. The method of claim 8, wherein the predefined location is selected from\nthe group\nconsisting of:\na home of the user;\na workplace of the user; and\na location where the at least partially\nelectric\nvehicle\nis charged.\n12. The method of claim 11, further comprising in response to determining that\nthe at\nleast partially\nelectric\nvehicle\ncan reach the predefined location, repeating\nthe operations of\nclaim 1.\n13. The method of claim 11, further comprising:\ngenerating a route from the current location of the at least partially\nelectric\nvehicle\nto\nthe\nbattery\nservice station; and\nadding the route to the energy plan.\n14. The method of claim 8, wherein the\nbattery\nservice station is selected\nfrom the group\nconsisting of:\ncharge stations that recharge the one or more\nbattery\npacks of the\nvehicle\n;\nbattery\nexchange stations that replace a spent\nbattery\nof the\nvehicle\nwith a\ncharged\nbattery\n; and\nany combination of the aforementioned\nbattery\nservice stations.\n15. The method of claim 8, wherein the predefined location is selected from\nthe group\nconsisting of:\na user-specified destination;\na\nbattery\nservice station;\na destination determined based on a user profile; and\na destination determined based on aggregate user profile data.\n16. The method of claim 15, further comprising:\ndetermining the theoretical maximum range of the at least partially\nelectric\nvehicle\nafter the at least one\nbattery\nis serviced at the\nbattery\nservice station;\ndetermining whether the at least partially\nelectric\nvehicle\ncan reach the\npredefined\nlocation based on the theoretical maximum range;\n67\nin response to determining that the at least partially\nelectric\nvehicle\ncannot\nreach the\npredefined location,\ndetermining a next\nbattery\nservice station within the theoretical\nmaximum range of a previous\nbattery\nservice station in the energy plan and on\na route to the predefined location;\nadding the next\nbattery\nservice station to the energy plan; and\nrepeating the operations of claim 16 until the predefined location is\nreachable.\n17. The method of claim 16, further comprising:\ngenerating a route from the current location of the at least partially\nelectric\nvehicle\nto\nthe destination, wherein the route includes stops at the\nbattery\nservice\nstations in the energy\nplan; and\nadding the route to the energy plan.\n18. The method of claim 15, further comprising in response to determining that\nthe at\nleast partially\nelectric\nvehicle\ncan reach the destination,\ngenerating a route from the current location of the at least partially\nelectric\nvehicle\nto\nthe destination; and\nadding the route to the energy plan.\n19. The method of claim 1, wherein the theoretical maximum range is based at\nleast in\npart on:\nthe charge level of the at least one\nbattery\nof the at least partially\nelectric\nvehicle\n;\nthe current location of the at least partially\nelectric\nvehicle\n;\na profile of the user;\nproperties of at least one\nelectric\nmotor of the at least partially\nelectric\nvehicle\n;\ntypes of terrain on which roads are situated;\na speed of the at least partially\nelectric\nvehicle\n; and\nany combination of the aforementioned elements.\n20. The method of claim 1, wherein the theoretical maximum range is adjusted\nto provide\na margin of safety.\n21. The method of claim 1, further comprising:\ndetermining whether a silent navigation mode is enabled; and\n68\nin response to determining that the silent navigation mode is not enabled,\nproviding\nguidance based on the energy plan.\n22. The method of claim 21, further comprising in response to determining that\nthe silent\nnavigation mode is enabled, disabling guidance based on the energy plan.\n23. The method of claim 21, wherein the guidance includes turn-by-turn\nguidance.\n24. The method of claim 21, wherein the guidance is selected from the group\nconsisting\nof:\nvisual guidance;\naudio guidance; and\nany combination of the aforementioned guidance.\n25. The method of claim 1, wherein receiving the current location of the at\nleast partially\nelectric\nvehicle\nincludes receiving the current location of the at least\npartially\nelectric\nvehicle\nfrom a global satellite navigation system.\n26. The method of claim 1, further comprising:\nreceiving an energy plan for the at least partially\nelectric\nvehicle\n;\nproviding guidance based on the energy plan; and\nperiodically determining whether the energy plan is still valid.\n27. The method of claim 1, further comprising:\nat a computer system remote from the at least partially\nelectric\nvehicle\n, the\ncomputer\nsystem including one or more processors and memory storing one or more\nprograms, the one\nor more processors executing the one or more programs to perform the\noperations of:\nreceiving a request to service the at least one\nbattery\nof the at least\npartially\nelectric\nvehicle\n; and\nin response to the request, generating a service plan to service the at\nleast one\nbattery\nof the at least partially\nelectric\nvehicle\n.\n28. The method of claim 1, further comprising:\ntransmitting to a server a request to service the at least one\nbattery\nof the\nat least\npartially\nelectric\nvehicle\n;\nin response to the request, receiving from the server a service plan; and\n69\nmanaging the service plan.\n29. The method of claim 28, wherein the service plan indicates that the at\nleast one\nbattery\nof the at least partially\nelectric\nvehicle\nis to be exchanged for at\nleast one charged\nbattery\n, and wherein the method further comprises facilitating the exchanging\nof the at least\none\nbattery\nfor the at least one charged\nbattery\n.\n30. A system for managing energy usage of an at least partially at least\npartially\nelectric\nvehicle\n, comprising:\none or more processors;\nmemory; and\none or more programs stored in the memory, the one or more programs comprising\ninstructions to:\nreceive a charge level of at least one\nbattery\nof the at least partially at\nleast partially\nelectric\nvehicle\n;\nreceive a current location of the at least partially at least partially\nelectric\nvehicle\n; and\ndetermine a theoretical maximum range of the at least partially at least\npartially\nelectric\nvehicle\nbased on the current location of the at least\npartially\nat least partially\nelectric\nvehicle\nand the charge level of the at least one\nbattery\nof the at least partially at least partially\nelectric\nvehicle\n.\n31. A computer readable storage medium storing one or more programs configured\nfor\nexecution by a computer, the one or more programs comprising instructions to:\nreceive a charge level of at least one\nbattery\nof the at least partially\nelectric\nvehicle\n;\nreceive a current location of the at least partially\nelectric\nvehicle\n; and\ndetermine a theoretical maximum range of the at least partially\nelectric\nvehicle\nbased\non the current location of the at least partially\nelectric\nvehicle\nand the\ncharge level of the at\nleast one\nbattery\nof the at least partially\nelectric\nvehicle\n.\n32. A computer-implemented method for providing value-added services to an\nelectric\nvehicle\n, comprising:\n70\nat a computer system of an\nelectric\nvehicle\n, the computer system including one\nor\nmore processors and memory storing one or more programs, the one or more\nprocessors\nexecuting the one or more programs to perform the operations of:\nreceiving a selected search result from a user of the\nelectric\nvehicle\n;\ndetermining offers with a specified distance of the selection; and\npresenting the offers to the user in a user interface of the\nelectric\nvehicle\n.\n33. The method of claim 32, wherein a search query is selected from the group\nconsisting\nof:\na point of interest;\nan address;\na product;\na service; and\nany combination of the aforementioned search queries.\n34. The method of claim 32, wherein an offer is selected from the group\nconsisting of:\na coupon;\na sale price;\npromotional discount; and\nany combination of the aforementioned offers.\n35. The method of claim 32, wherein prior to receiving the selected search\nresult from the\nuser, the method further comprises:\nreceiving a search query from a user of the\nelectric\nvehicle\n;\nretrieving search results based on the search query; and\npresenting the search results to the user in the user interface of the\nelectric\nvehicle\n.\n36. The method of claim 32, wherein after presenting the offers, the method\nfurther\ncomprises sending tracking information to a server.\n37. The method of claim 32, further comprising:\nreceiving a selected offer from the user of the\nelectric\nvehicle\n;\ngenerating an energy plan for the\nelectric\nvehicle\n; and\nproviding guidance based on the energy plan.\n71\n38. The method of claim 37, wherein the guidance includes turn-by-turn\nguidance.\n39. The method of claim 37, wherein the guidance is selected from the group\nconsisting\nof:\nvisual guidance;\naudio guidance; and\nany combination of the aforementioned guidance.\n40. The method of claim 37, wherein after receiving the selected offer from\nthe user, the\nmethod further comprises sending tracking information to the server.\n41. The method of claim 32, further comprising:\ndetermining that the\nelectric\nvehicle\nhas reached a destination associated\nwith the\nselected offer; and\nsending tracking information to the server.\n42. A system for providing value-added services to an\nelectric\nvehicle\n,\ncomprising:\none or more processors;\nmemory; and\none or more programs stored in the memory, the one or more programs comprising\ninstructions to:\nreceive a selected search result from a user of the\nelectric\nvehicle\n;\ndetermine offers with a specified distance of the selection; and\npresent the offers to the user in a user interface of the\nelectric\nvehicle\n.\n43. A computer readable storage medium storing one or more programs configured\nfor\nexecution by a computer, the one or more programs comprising instructions to:\nreceive a selected search result from a user of the\nelectric\nvehicle\n;\ndetermine offers with a specified distance of the selection; and\npresent the offers to the user in a user interface of the\nelectric\nvehicle\n.\n72 | 12/234,591 | United States of America | 2008-09-19 | Linvention concerne un système et un procédé de gestion de lutilisation de lénergie dans un véhicule électrique. Un niveau de charge dau moins une batterie du véhicule électrique est reçu. Un emplacement de courant du véhicule électrique est reçu. Une plage maximale théorique du véhicule électrique est déterminée en se basant sur lemplacement actuel du véhicule électrique et le niveau de charge de la ou des batteries du véhicule électrique. Un plan énergétique pour le véhicule électrique est généré. | True |
| 39 | Patent 2179612 Summary - Canadian Patents Database | CA 2179612 | NaN | BATTERYCHARGING AND TRANSFER SYSTEM | SYSTEME DE CHARGE ET DE TRANSFERT DE BATTERIES | NaN | HAMMERSLAG, JULIUS G. | NaN | 1994-12-12 | SMART & BIGGAR IP AGENCY CO. | English | UNLIMITED RANGE ELECTRIC CAR SYSTEMS COMPANY | - 11 -\nWHAT IS CLAIMED IS:\n1. A method for the high speed, continuous, efficient\nreplacement of discharged\nbatteries\nin passenger\nvehicles\nwith\ncharged\nbatteries\n, comprising the steps of:\nproviding a\nbattery\ntransfer station, having\na drive through\nvehicle\nbay having an\nentrance on a first end thereof and an exit on\na second end thereof to permit the\nvehicle\nto\nenter the bay, stop within the bay, and exit\nfrom the bay along a predetermined path without\nreversing direction;\na continuous\nbattery\ntransfer conveyor,\nhaving a\nbattery\nreceiving end at a first side\nof the bay and a\nbattery\ndelivery end at a\nsecond side of the bay;\nat least one\nbattery\ncharging station on\nthe\nbattery\ntransfer conveyor between the\nbattery\nreceiving end and the\nbattery\ndelivery\nend; and\na vertically displaced section of the\nconveyor, for permitting the conveyor to cross\nthe predetermined path and to place the\nbattery\nreceiving end in communication with the\nbattery\ndelivery end by way of the conveyor without\npreventing the\nvehicle\nfrom advancing along the\npredetermined path;\nadvancing a\nvehicle\nalong the predetermined path\nand into the bay, said\nvehicle\nhaving a discharged\nbattery\nin a\nbattery\ncompartment therein, said\nbattery\ncompartment having a\nbattery\nexit opening on\none side of the\nvehicle\n, and a\nbattery\ninstallation\nopening on another side of the\nvehicle\n;\nestablishing a continuous, closed\nbattery\ntransfer loop from the\nbattery\ncompartment, out the\nbattery\nexit opening on the\nvehicle\nand onto the\nbattery\nreceiving end of the conveyor, along the\nconveyor to the delivery end, from the conveyor\ndelivery end through the\nbattery\ninstallation opening\non the\nvehicle\nand into the\nbattery\ncompartment;\n- 12 -\nconveying the discharged\nbattery\nfrom the\nbattery\ncompartment of the\nvehicle\nout through the\nbattery\nexit opening and onto the\nbattery\nreceiving\nend of the conveyor; and\nconveying a charged\nbattery\nalong the conveyor,\noff of the conveyor delivery end, through the\nbattery\ninstallation opening and into the\nbattery\ncompartment\nin the\nvehicle\n.\n2. A method as in Claim 1, further comprising the step\nof advancing the discharged\nbattery\nalong the conveyor and into\na\nbattery\ncharging station thereon.\n3. A method as in Claim 2, further comprising the step\nof advancing a\nbattery\nfrom the\nbattery\ncharging station along\nthe conveyor and into the\nbattery\ncompartment in the\nvehicle\n.\n4. A method as in Claim 3, wherein the conveyor comprises\na\nbattery\ntesting station thereon for testing\nbatteries\nadvanced\nalong the conveyor, the method further comprising the steps of:\nadvancing the discharged\nbattery\nalong the conveyor\nand into the\nbattery\ntesting station;\ntesting the\nbattery\nin the\nbattery\ntesting station to\nassess suitability to receive a charge; and\nbased upon the results of the test, either advancing\nthe\nbattery\nalong the conveyor to the charging station, or\nremoving the\nbattery\nfrom the conveyor.\n5. A method as in Claim 1, wherein said step of conveying\nthe discharged\nbattery\nfrom the\nbattery\ncompartment comprises\ndisplacing the discharged\nbattery\nwith the charged\nbattery\n.\n6. A method of replacing an\nelectric\nbattery\nin an\nelectrically\npowered passenger\nvehicle\n, comprising the steps of:\nproviding a\nbattery\ntransfer station having at least\none drive-through bay for receiving an\nelectric\npassenger\nvehicle\ntherein, said transfer station having a\nbattery\nconveyor loop which extends from a first side of the\nvehicle\nto a second side of the\nvehicle\nwhen the\nvehicle\nis positioned within the bay, a portion of the conveyor\nloop being elevated or lowered relative to a\nvehicle\nlevel\nto allow passenger\nvehicles\nto pass below or above the\nconveyor loop, said conveyor loop including an exchange\nstation for conveying a discharged\nbattery\nout of the\n- 13 -\nvehicle\nand for conveying a charged\nbattery\ninto the\nvehicle\n, said conveyor loop having at least one charging\nstation;\npositioning the\nelectric\npassenger\nvehicle\nwithin the\nbay, the\nvehicle\nhaving a discharged\nbattery\ntherein, said\nstep of positioning comprising driving the\nvehicle\ninto an\nentrance end of the bay;\nconveying the discharged\nbattery\nfrom a compartment\nof the\nvehicle\nalong the conveyor loop to the charging\nstation, the compartment extending through the\nvehicle\nfrom\nsaid first side to said second side such that the\ncompartment and said conveyor loop form a closed-loop\ntransfer path when the\nvehicle\nis positioned within the\nbay;\nconveying a charged\nbattery\nalong the conveyor loop\ninto the compartment; and\nremoving the\nvehicle\nfrom the bay in the transfer\nstation, said step of removing comprising driving the\nvehicle\nfrom an exit end or the bay.\n7. A method as in Claim 6, wherein said step of conveying\nthe discharged\nbattery\nfrom the compartment comprises engaging\nthe discharged\nbattery\nwith the conveyor loop and conveying the\ndischarged\nbattery\nout of the compartment.\n8. A method as in Claim 6, wherein said step of conveying\nthe discharged\nbattery\nfrom the compartment comprises displacing\nthe discharged\nbattery\nwith the charged\nbattery\n.\n9. A method as in Claim 8, wherein said displacing step\ncomprises conveying a charged\nbattery\ninto the compartment from\na first side thereof until said charged\nbattery\ncontacts the\ndischarged\nbattery\n, and advancing the charged\nbattery\nto\nforcibly move the discharged\nbattery\nout of the compartment.\n10. A method as in Claim 6, wherein said step of conveying\na charged\nbattery\ninto the compartment comprises automatically\nestablishing\nelectrical\nconnection of the charged\nbattery\nto a\ncircuit of the\nvehicle\n.\n11. A method as in Claim 6, further comprising the step\nof automatically charging the discharged\nbattery\nat the charging\nstation.\n- 14 -\n12. A method as in Claim 6, further comprising the step\nof automatically testing the discharged\nbattery\nat a testing\nstation on the conveyor loop.\n13. A method as in Claim 6, further comprising the step\nof adding a capacity enlarging module to the conveyor loop to\nthereby increase the\nbattery\ncapacity of the conveyor loop.\n14. A method of establishing a continuous,\nbattery\ntransfer loop and replacing a\nbattery\nin a\nvehicle\n, comprising\nthe steps of:\nproviding a\nvehicle\nhaving a first\nbattery\n, said first\nbattery\npositioned in a compartment having a\nbattery\ninstallation opening on a first side of the\nvehicle\nand a\nbattery\nexit opening on a second side of the\nvehicle\n;\nengaging the\nvehicle\nwith a\nbattery\ntransfer station,\nsaid\nbattery\ntransfer station including a\nbattery\nconveyor\nwhich extends between said first and second sides of the\nvehicle\nwhen the\nvehicle\nis engaged with the\nbattery\ntransfer station, thereby establishing a continuous\nbattery\ntransfer loop between the\nbattery\nexit opening on the\nvehicle\nand the\nbattery\ninstallation opening on the\nvehicle\n;\nadvancing a second\nbattery\nalong said continuous\nbattery\ntransfer loop, through said\nbattery\ninstallation\nopening on the first side of the\nvehicle\nand into said\ncompartment;\nadvancing said first\nbattery\nfrom said compartment\nthrough said\nbattery\nexit opening and along said continuous\nbattery\ntransfer loop; and\ndisengaging the\nvehicle\nfrom the\nbattery\ntransfer\nstation, with said second\nbattery\nin said compartment and\nsaid first\nbattery\nin said\nbattery\ntransfer station;\nwherein said step of engaging and/or said step of\ndisengaging comprises driving said\nvehicle\nabove or below\na portion of said conveyor.\n15. A method as in Claim 14, wherein said advancing said\nfirst\nbattery\nstep includes the step of pushing said first\nbattery\nthrough said\nbattery\nexit opening with said second\nbattery\n.\n-15-\n16. A method as in Claim 14, further comprising the step\nof advancing said first\nbattery\nalong said continuous\nbattery\ntransfer loop to a\nbattery\ncharging station, and charging said\nfirst\nbattery\n. | 08/178,101 | United States of America | 1994-01-06 | L'invention concerne un système de transfert et de charge de batteries pour véhicules électriques (V). Un poste de déplacement (14) retire les batteries usées (B) des véhicules électriques en poussant de force les batteries chargées pour les amener en position à l'intérieur des véhicules, de manière à déplacer les batteries usées dans le sens latéral. Les batteries usées déplacées des véhicules sont reçues à un poste (15) du système. Le système de réception comprend un moyen (24) pour se mettre en prise avec les structures (25) des batteries, prévues à cet effet, afin de faciliter le retrait des batteries usées. Une fois retirées des véhicules, ces dernières sont testées (34) et chargées (35, 36) au fur et à mesure de leur déplacement dans le système, selon un mode de chaîne de montage. Une fois rechargées, les batteries sont acheminées jusqu'au poste de déplacement en vue de leur installation dans les véhicules successifs. Les batteries qui ne peuvent pas être rechargées correctement sont automatiquement retirées du système. Dans un mode de réalisation de la présente invention, les véhicules se déplacent dans le système dans un ordre séquentiel, en s'arrêtant à un emplacement spécifié en vue de l'installation/retrait de la batterie. | True |
| 40 | Patent 2931115 Summary - Canadian Patents Database | CA 2931115 | NaN | ELECTRICALSYSTEM ENHANCER | DISPOSITIF D'AMELIORATION DE SYSTEME ELECTRIQUE | NaN | HUANG, RICKY ZHONG, TAN, JING K | 2021-10-26 | 2014-11-25 | BORDEN LADNER GERVAIS LLP | English | SMART START TECHNOLOGY PTY LTD | 26\nCLAIMS\n1. A\nvehicle\nhaving an internal combustion engine; said\ninternal combustion engine started by supply of power from\nan\nelectrical\nsystem enhancer; said\nelectrical\nsystem\nenhancer for an\nelectrical\nsystem; the\nelectrical\nsystem\nincluding a chemical storage\nbattery\n; said enhancer\ncomprising an array of ultra capacitors and an intelligent\ntrickle charge circuit; said array of ultra capacitors\ncontrollably, switchably,\nelectrically\nconnectable to the\nchemical storage\nbattery\nunder the control of the trickle\ncharge circuit; the enhancer including a communication\nmodule whereby at least status of the chemical storage\nbattery\ncan be monitored from a remote location and\naspects of the enhancer can be controlled from the remote\nlocation; and wherein a substitute\nbattery\nof the\nvehicle\nand the associated enhancer combination are sized in\naccordance with the following steps:\nsizing the\nbattery\nfor the designated application as\nbeing at a specified CCA rating (cold cranking amps);\nsizing the\nbattery\nfor the\nbattery\nand enhancer\ncombination by subtracting a predetermined adjustment CCA\nvalue from the specified CCA rating so as to produce a\nspecified\nbattery\nand ultracapacitor combination CCA\nrating; sizing the\nbattery\nfor the substitute combined\nbattery\nand ultracapacitor combination in accordance with\nthe specified\nbattery\nand ultracapacitor combination CCA\nrating;\nsizing the ultracapacitor of the substitute\nbattery\nand ultracapacitor combination according to its sustained\nmaximum current delivery capability over a predetermined\ntime window where the maximum current delivery is at least\nthat of the\nbattery\nfor the designated application;\nelectrically\nconnecting said substitute\nbattery\nand\nDate Recue/Date Received 2020-10-22\n27\nultracapacitor combination so as to form the substituted\nbattery\nand ultracapacitor combination;\nremoving said\nbattery\nfrom the designated application\nand substituting the substituted\nbattery\nand\nultracapacitor combination into the application by\nelectrical\nconnection therein to.\n2. The\nvehicle\nof claim 1 including, in combination, an\nengine controller in communication with the enhancer; said\nengine controller having a stop start function whereby an\ninternal combustion engine of said\nvehicle\ncontrolled by\nsaid controller is caused to stop rather than idle and is\nrestarted by supply of power substantially from said\nenhancer.\n3. The\nvehicle\nof claim 1 wherein the trickle charge\ncircuit includes a microprocessor programmed to connect\nand disconnect the chemical storage\nbattery\nto and from\nthe array of ultra capacitors under pre-defined conditions\nwhilst retaining\nelectrical\nconnection between the\nbattery\nand the trickle charged circuit.\n4. The\nvehicle\nof claim 1 wherein said trickle charger\ncircuit includes a processor in communication with the\ntrickle charger wherein said\nelectrical\nisolation switch\nallows current flow therethrough thereby to allow charging\nof said capacitor array by the chemical storage\nbattery\n(or the\nvehicle\nelectrical\nsystem\nelectrically\nconnected\nto the storage\nbattery\n) when the voltage across the\nchemical storage\nbattery\nis at or above a predetermined\nlevel in normal charge mode.\n5. The\nvehicle\nof claim 1 wherein array of ultra\ncapacitors has a total array capacitance greater than 10\nF.\nDate Recue/Date Received 2020-10-22\n28\n6. The\nvehicle\nof claim 1 wherein said chemical storage\nbattery\nand said array of ultra capacitors are\nelectrically\ninterconnected.\n7. The\nvehicle\nof claim 1 wherein ultra capacitors of said\narray of ultra capacitors are interconnected in series.\n8. The\nvehicle\nof claim 1 wherein ultra capacitors of said\narray of ultra capacitors receive a charge from said\nchemical storage\nbattery\n; said charge modulated by the\nmicroprocessor and a regulator module of the trickle\ncharge circuit.\n9. The\nvehicle\nof claim 1 wherein each ultra capacitor of\nsaid array of ultra capacitors is charged individually.\n10. The\nvehicle\nof claim 1 wherein ultra capacitors of said\narray of ultra capacitors are charged in banks.\n11. The\nvehicle\nof claim 1 wherein said\nelectrical\nsystem\nenhancer is retro-fitted for interconnection with said\nchemical storage\nbattery\n.\n12. The\nvehicle\nof claim 1 wherein said\nelectrical\nsystem\nenhancer and said chemical storage\nbattery\nare\nelectrically\ninterconnected and enclosed in a common\nenclosure thereby to form a smart\nbattery\n.\n13. The\nvehicle\nof claim 1 wherein the capacitor array is\nelectrically\nconnected to the chemical storage\nbattery\nvia\na switch; said switch open circuit during trickle charging\nof the capacitors of the array whereby the capacitor array\nis charged while isolated from the chemical storage\nbattery\n.\n14. The\nvehicle\nof claim 1 wherein a relay switch is placed\nbetween the load and the\nbattery\nand is controllable by\nthe enhancer to controllably isolate the load from the\nbattery\nand from the enhancer.\n15. A method for substitution of a chemical storage\nbattery\nin a designated application by a combined chemical storage\nDate Recue/Date Received 2020-10-22\n29\nbattery\nand ultracapacitor combination; said method\ncomprising\nsizing the\nbattery\nfor the designated application as\nbeing at a specified CCA rating (cold cranking amps);\nsizing the\nbattery\nfor the\nbattery\nand ultra charger\ncombination by subtracting a predetermined adjustment CCA\nvalue from the specified CCA rating so as to produce a\nspecified\nbattery\nand ultracapacitor combination CCA\nrating; sizing the\nbattery\nfor the substitute combined\nbattery\nand ultracapacitor combination in accordance with\nthe specified\nbattery\nand ultracapacitor combination CCA\nrating;\nsizing the Ultra capacitor of the substitute\nbattery\nand ultracapacitor combination according to its sustained\nmaximum current delivery capability over a predetermined\ntime window where the maximum current delivery is at least\nthat of the\nbattery\nfor the designated application;\nelectrically\nconnecting said substitute\nbattery\nand\nultracapacitor combination so as to form the substituted\nbattery\nand ultracapacitor combination;\nremoving said\nbattery\nfrom the designated application\nand substituting the substituted\nbattery\nand\nultracapacitor combination into the application by\nelectrical\nconnection therein to; the\nbattery\nand\nultracapacitor combination further including a\ncommunication module whereby at least status of the\nchemical storage\nbattery\ncan be monitored from a remote\nlocation and aspects of the\nbattery\nand ultracapacitor\ncombination can be controlled from the remote location.\n16. The method of claim 15 wherein the trickle charge\ncircuit includes a microprocessor programmed to connect\nand disconnect the chemical storage\nbattery\nto and from\nthe array of ultra capacitors under pre-defined conditions\nDate Recue/Date Received 2020-10-22\n30\nwhilst retaining\nelectrical\nconnection between the\nbattery\nand the trickle charged circuit.\n17. The method of claim 15 wherein said trickle charger\ncircuit includes a processor in communication with the\ntrickle charger wherein said\nelectrical\nisolation switch\nallows current flow therethrough thereby to allow charging\nof said capacitor array by the chemical storage\nbattery\n(or the\nvehicle\nelectrical\nsystem\nelectrically\nconnected\nto the storage\nbattery\n) when the voltage across the\nchemical storage\nbattery\nis at or above a predetermined\nlevel in normal charge mode.\n18. The method of claim 15 wherein the array of ultra\ncapacitors has a total array capacitance greater than 10\nF.\n19. The method of claim 15 wherein said chemical storage\nbattery\nand said array of ultra capacitors are\nelectrically\ninterconnected.\n20. The method of claim 15 wherein ultra capacitors of said\narray of ultra capacitors are interconnected in series.\nDate Recue/Date Received 2020-10-22 | 2013263700 | Australia | 2013-11-25 | Cette invention concerne un dispositif d'amélioration de système électrique pour un système électrique. Ledit système électrique comprend une batterie de stockage d'énergie chimique. Ledit dispositif d'amélioration comprend un réseau de supercondensateurs dans un circuit de charge d'entretien intelligent. Ledit réseau de supercondensateurs peut être électriquement connecté de manière contrôlable et commutable à la batterie de stockage d'énergie chimique sous la commande du circuit de charge d'entretien. L'invention concerne en outre un procédé d'amélioration de la performance d'un système électrique de véhicule par interconnexion d'une batterie de stockage dudit véhicule à un réseau de supercondensateurs. Ledit réseau de supercondensateurs est électriquement connecté de manière contrôlable et commutable à la batterie de stockage d'énergie chimique du véhicule au moyen d'un circuit de charge d'entretien intelligent. Selon un mode de réalisation particulièrement avantageux ledit circuit de charge d'entretien comprend un microprocesseur programmé pour connecter et déconnecter la batterie de stockage d'énergie chimique par rapport au réseau de supercondensateurs sous des conditions prédéterminées tout en préservant la connexion électrique entre la batterie et le circuit de charge d'entretien. | True |
| 41 | Patent 3194627 Summary - Canadian Patents Database | CA 3194627 | NaN | BATTERYBOOSTER | GENERATEUR DE RENFORCEMENT DE CHARGE DE BATTERIE | NaN | CLARKE, PATRICK J., BUTLER, BRIAN F., CHEN, XIAO, O'DELL, BARRY, WALKUP, RONALD, WHITING, JOHN S. | NaN | 2021-10-20 | GOWLING WLG (CANADA) LLP | English | SCHUMACHER ELECTRIC CORPORATION | WO 2022/087064\nPCT/US2021/055743\nWhat is claimed is:\n1. A\nbattery\nbooster (100) for jumpstarting a\nvehicle\n(106) havin2 an\nexternal\nbattery\n(104),\nthe\nbattery\nbooster (100) comprising:\na set of\nelectrical\nconductors (166) configured to couple with the external\nbattery\n(104) or\nwith an engine that is\nelectrically\ncoupled with the external\nbattery\n(104)\nvia a set of\nbattery\nclamps\n(168),\nwherein the set of\nelectrical\nconductors (166) comprises a positive\nelectrical\nconductor (166a) and a negative\nelectrical\nconductor (166b);\na power supply (158) configured to supply a starting current to jump start the\nvehicle\n(106)\nvia the set of\nelectrical\nconductors (166),\nwherein the power supply (158) comprises a plurality of lithium\nbattery\ncells\n(902)\narranged to form a lithium\nbattery\n(160, 194a) having a positive terminal\n(158a) and a\nnegative terminal (158b);\na boost switch (191) positioned in-line between the power supply (158) and the\nset of\nbattery\nclamps (168) on one of the set of\nelectrical\nconductors (166); and\nat least one processor (128a) configured to output a control signal to close\nthe boost switch\n(191) as a function of one or more parameters of the power supply (158), the\nexternal\nbattery\n(104),\nor the\nvehicle\n(106).\n2. The\nbattery\nbooster (100) of claim 1, further comprising a relay control\ncircuit (800a)\nconfigured to control the boost switch (191),\nwherein the boost switch (191) is a mechanical relay (816) having a switch\n(816b)\ncontrolled by a solenoid (816a), the solenoid (816a) having a first lead and a\nsecond lead,\nand\nwherein the relay control circuit (800a) comprises a transistor (812)\nconfigured to\nactuate the solenoid (816a) via the positive terminal (158a) and the negative\nterminal\n(158b).\nCA 03194627 2023- 4- 3\nWO 2022/087064\nPCT/US2021/055743\n3. The\nbattery\nbooster (100) of claim 2, wherein the solenoid (816a) is\nconnected to the\npositive terminal (158a) via the first lead, and the transistor (812)\ncomprises an emitter connected\nto the negative terminal (158b), a base configure to receive the control\nsignal, and a collector\ncoupled to the solenoid (816a) via the second lead.\n4. The\nbattery\nbooster (100) of claim 3, wherein, in response to the\ncontrol signal, the\ntransistor (812)\nelectrically\nconnects the negative terminal (158b) with the\nsecond lead, thereby\nactuating the solenoid (816a) and closing the switch (816b).\n5. The\nbattery\nbooster (100) of claim 4, further comprising a reverse\npolarity protection circuit\n(800b) configured to disable the transistor (812) when the set of\nbattery\nclamps (168) arc connected\nto the\nvehicle\n(106) in a reverse polarity configuration.\n6. The\nbattery\nbooster (100) of claim 5, wherein the reverse polarity\nprotection circuit (800b)\ncomprises a second transistor (808) configured to connect the base of the\ntransistor (812) to the\nnegative terminal (158b).\n7. The\nbattery\nbooster (100) of claim 6, further comprising an over-voltage\nprotection circuit\n(800c) configured to disable the transistor (812) when a voltage of the power\nsupply (158) exceeds\na preset voltage level.\n8. The\nbattery\nbooster (100) of claim 7, wherein the over-voltage\nprotection circuit (800c)\ncomprises a zener diode (822) and a third transistor (824) configured to\nconnect the base of the\ntransistor (812) to the negative terminal (158b).\n9. The\nbattery\nbooster (100) of claim 1, wherein the power supply (158)\ncomprises an internal\nheater (199) to heat the power supply (158) or a portion thereof.\n10. The\nbattery\nbooster (100) of claim 9, wherein the internal heater (199)\nis a positive\ntemperature coefficient (PTC) heater (904).\n11. The\nbattery\nbooster (100) of claim 10, wherein the PTC heater (904) is\npositioned between\ntwo of said plurality of lithium\nbattery\ncells (902).\n61\nCA 03194627 2023- 4- 3\nWO 2022/087064\nPCT/US2021/055743\n12. The\nbattery\nbooster (100) of claim 3, wherein the PTC heater (904) is\npowered by the\nlithium\nbattery\n(160, 194a).\n13. The\nbattery\nbooster (100) of claim 1, wherein the lithium\nbattery\n(160,\n194a) is a removable\nbattery\n(194a).\n14. The\nbattery\nbooster (100) of claim 13, wherein the removable\nbattery\n(194a) is a power\ntool\nbattery\nand the\nbattery\nbooster (100) is configured to authenticate the\npower tool\nbattery\n.\n15. The\nbattery\nbooster (100) of claim 14, wherein the power tool\nbattery\nhas a nominal voltage\nof 18 volts to 20 volts.\n16. The\nbattery\nbooster (100) of claim 1, wherein the power supply (158)\nfurther comprises a\nsupercapacitor bank (163) that is coupled in parallel with the lithium\nbattery\n(160, 194a).\n17. The\nbattery\nbooster (100) of claim 16, wherein the\nbattery\nbooster\n(100) is configured to\ncharge the supercapacitor bank (163) to a charge voltage that is greater than\na rated voltage of the\nsupercapacitor bank (163).\n18. The\nbattery\nbooster (100) of claim 17, wherein the char2e voltage is at\nleast 10 percent\nhigher than the rated voltage.\n19. The\nbattery\nbooster (100) of claim 17, wherein the\nbattery\nbooster\n(100) is configured\nmaintain the supercapacitor bank (163) at the charge voltage for a\npredetermined amount of time\nbefore discharging the supercapacitor bank (163) until a measure voltage of\nthe supercapacitor\nbank (163) is less than or equal to the rated voltage.\n20. The\nbattery\nbooster (100) of claim 19, wherein the supercapacitor bank\n(163) is configured\nto discharge into the lithium\nbattery\n(160, 194a).\n21. The\nbattery\nbooster (100) of claim 19, wherein the predetermined amount\nof time is 1\nminute or less.\n22. The\nbattery\nbooster (100) of claim 1, further comprising a DC output\n(136) configure to\nsupply power to a portable electronic device (152), wherein the least one\nprocessor (128a) is\n62\nCA 03194627 2023- 4- 3\nWO 2022/087064\nPCT/US2021/055743\nconfigured to disable the DC output (136) when a current draw at the DC output\n(136) is greater\nthan a first predetermined current.\n23. The\nbattery\nbooster (100) of claim 22, wherein the first predetermined\ncurrent is 2.1 amps.\n24. The\nbattery\nbooster (100) of claim 22, wherein the least one processor\n(128a) is further\nconfigured to disable the DC output (136) when the current draw at the DC\noutput (136) is not\ngreater than a second predetermined current after a predetermined amount of\ntime.\n25. The\nbattery\nbooster (100) of claim 22, wherein the second predetermined\ncurrent is 50 mA.\n26. The\nbattery\nbooster (100) of claim 1, further comprising one or more\ncoils (135) positioned\nin or on a housing (102) of the\nbattery\nbooster (100) and configured to\ntransmit wireless power.\n27. The\nbattery\nbooster (100) of claim 1, wherein\nbattery\nbooster (100) is\nconfigured to charge\na portable electronic device (152) via the one or more coils (135).\n28. The\nbattery\nbooster (100) of claim 27, wherein\nbattery\nbooster (100) is\nconfigured to charge\nthe portable electronic device (152) in accordance with the Qi standard.\n63\nCA 03194627 2023- 4- 3 | 63/094,209 | United States of America | 2020-10-20 | L'invention concerne un générateur de renforcement de la charge d'une batterie, permettant le démarrage de secours d'un véhicule comportant une batterie externe. Le générateur de renforcement de la charge de la batterie comprend un ensemble de conducteurs électriques, une alimentation électrique conçue pour fournir un courant de démarrage permettant le démarrage de secours du véhicule par l'intermédiaire de l'ensemble de conducteurs électriques, un commutateur d'appoint positionné en ligne entre l'alimentation électrique et un ensemble de pinces de batterie sur un conducteur parmi l'ensemble de conducteurs électriques ; et au moins un processeur conçu pour délivrer un signal de commande destiné à fermer le commutateur d'appoint en fonction d'un ou plusieurs paramètres de l'alimentation électrique, de la batterie externe ou du véhicule. L'ensemble de conducteurs électriques est conçu pour être couplé à la batterie externe ou à un moteur couplé électriquement à la batterie externe par l'intermédiaire de l'ensemble de pinces de batterie. L'ensemble de conducteurs électriques comprend un conducteur électrique positif et un conducteur électrique négatif. L'alimentation électrique comprend une pluralité d'éléments de batterie au lithium agencées pour former une batterie au lithium comportant une borne positive et une borne négative. | True |
| 42 | Patent 3193376 Summary - Canadian Patents Database | CA 3193376 | NaN | METHOD AND SYSTEM FOR AUTOMATICALLY CONNECTING AND DISCONNECTINGBATTERIESFORELECTRICVEHICLES | PROCEDE ET SYSTEME DE CONNEXION ET DE DECONNEXION AUTOMATIQUES DE BATTERIES POUR VEHICULES ELECTRIQUES | NaN | HICKEY, KYLE | NaN | 2021-09-27 | GOWLING WLG (CANADA) LLP | English | ARTISAN VEHICLE SYSTEMS INC. | WO 2022/067155\nPCT/US2021/052139\nCLAIMS:\n1. A\nbattery\ndocking component for an\nelectric\nvehicle\n, the\nbattery\ndocking\ncomponent comprising:\na body portion including a forward-facing surface, the forward-facing\nsurface comprising a male interface configured to connect to a female\ninterface\nof a\nbattery\nassembly; and\na linear actuator including a linear actuator and a linkage assembly\ndisposed behind and movably connected to the body portion, the linear actuator\nbeing configured to push the body portion distally outward in order to\nautomatically connect the male interface to the female interface.\n2. The\nbattery\ndocking component of claim 1, further comprising at least a\nfirst protruding portion extending distally outward from the male interface\nand a\nsecond protruding portion extending distally outward from the male interface,\nwherein the first protruding portion is disposed on a first corner portion of\nthe\nmale interface and the second protruding portion is disposed on an opposite,\nsecond corner portion of the male interface.\n3. The\nbattery\ndocking component of claims 1 or 2, further comprising a\nfirst\nset of external connector elements disposed on the male interface.\n4. The\nbattery\ndocking component of claim 1, wherein the linear actuator is\nfurther configured to retract the body portion proximally inward in order to\ndisconnect the male interface from the female interface, a majority of the\nbody\nportion being disposed within a housing frame when the linear actuator is\nretracted, and a majority of the body portion is disposed outside the housing\nframe when the linear actuator is extended.\n36\nCA 03193376 2023- 3- 21\nWO 2022/067155\nPCT/US2021/052139\n5. The\nbattery\ndocking component of any preceding claims, further\ncomprising at least a first rail to which the body portion is movably\nconnected,\nwherein the body portion is guided along the first rail when the linear\nactuator\ntransitions between a retracted state and an extended state.\n6. A\nbattery\ndocking system comprising:\na first docking component connected to an\nelectric\nvehicle\n, the first\ndocking component including:\na body portion including a male interface configured to connect to a\nfemale interface of a\nbattery\nassembly, the male interface further including\na first set of\nelectrical\nconnectors, and a linear actuator;\na second docking component connected to a\nbattery\nassembly, the\nsecond docking component including a female interface configured to connect to\nthe male interface, the female interface further including a second set of\nelectrical\nconnectors; and\nwherein the first set of\nelectrical\nconnectors is configured to automatically\nconnect to the second set of\nelectrical\nconnectors when the linear actuator\ntransitions from a retracted state to an extended state during docking.\n7. The\nbattery\ndocking system of claim 6, wherein the male interface\nfurther\nincludes a first protruding portion, the female interface further includes a\nfirst\nreceptacle, and the first receptacle is configured to snugly receive the first\nprotruding portion during docking, wherein the first protruding portion\nincludes a\nsubstantially elongated cylindrical portion and the first receptacle includes\na\nnarrow channel configured to surround the cylindrical portion when docking\noccurs.\n8. The\nbattery\ndocking system of claim 6 or 7, wherein the first protruding\nportion includes a tapered end configured to make contact with an interior\n37\nCA 03193376 2023- 3- 21\nWO 2022/067155\nPCT/US2021/052139\nterminus of the first receptacle during docking, thereby causing a signal to\nbe\ngenerated indicating that the\nbattery\nassembly has successfully docked with\nthe\nelectric\nvehicle\n.\n9. The\nbattery\ndocking system of any of claims 6-8, wherein the male\ninterface includes two protruding portions, and the female interface includes\ntwo\nreceptacles, and each protruding portion is aligned with a corresponding\nreceptacle when the male interface directly faces toward the female interface.\n10. The\nbattery\ndocking system of any of claims 6-9, wherein the second set\nof\nelectrical\nconnectors includes a first connector panel and a second\nconnector\npanel, the first connector panel being configured to provide power from a\nfirst\nbattery\npack and the second connector panel being configured to provide power\nfrom a second\nbattery\npack.\n11. The\nbattery\ndocking system of any of claims 6-10, wherein the first set\nof\nelectrical\nconnectors is configured to automatically disconnect from the\nsecond\nset of\nelectrical\nconnectors when the linear actuator transitions from the\nextended\nstate to the retracted state during an un-docking operation, thereby\nseparating\nthe\nbattery\nassembly from the\nelectric\nvehicle\n.\n12. The\nbattery\ndocking system of claims 6-11, wherein the second docking\ncomponent further includes a centering mechanism configured to maintain an\nalignment between the first receptacle and the first protruding portion during\ndestabilizing movements of the\nbattery\nassembly relative to the\nelectric\nvehicle\n.\n38\nCA 03193376 2023- 3- 21\nWO 2022/067155\nPCT/US2021/052139\n13. A method of automatically connecting a\nbattery\nassembly to an\nelectric\nvehicle\n, the method comprising:\nreceiving a request to perform an automated docking operation;\ncausing, in response to the request, a linear actuator to transition from a\nretracted state to an extended state, thereby pushing a body portion of the\nelectric\nvehicle\ndistally outward; and\nautomatically connecting a first set of\nelectrical\nconnectors disposed on\nthe body portion to a second set of\nelectrical\nconnectors disposed on the\nbattery\nassembly, thereby providing power to the\nelectric\nvehicle\n.\n14. The method of claim 13, further comprising:\narranging the\nbattery\nassembly and the\nelectric\nvehicle\nsuch that a female\ninterface of the\nbattery\nassembly and a male interface of the\nelectric\nvehicle\nare\ndirectly facing one another;\nmoving the\nbattery\nassembly such that there is a gap of less than ten\ninches between the male interface and the female interface;\ndetermining that a first protruding portion of the body portion has been\nreceived by a first receptacle of the\nbattery\nassembly based on linear\ntelemetry\nprovided by the linear actuator; and\ngenerating a signal indicating that the\nbattery\nassembly has successfully\ndocked with the\nelectric\nvehicle\n.\n15. The method of claims 13 or 14, further comprising:\nreceiving a request to perform an automated un-docking operation;\ncausing, in response to the request, the linear actuator to transition from\nthe extended state to the retracted state, thereby pulling the body portion of\nthe\nelectric\nvehicle\nproximally inward;\n39\nCA 03193376 2023- 3- 21\nWO 2022/067155\nPCT/US2021/052139\nautomatically separating the first set of\nelectrical\nconnectors from the\nsecond set of\nelectrical\nconnectors, thereby disconnecting the\nbattery\nassembly\nfrom the\nelectric\nvehicle\n;\ndetermining that a first protruding portion of the body portion has exited a\nfirst receptacle of the\nbattery\nassembly based on linear telemetry provided by\nthe\nlinear actuator; and\ngenerating a signal indicating that the\nbattery\nassembly has successfully\ndisengaged from the\nelectric\nvehicle\n.\nCA 03193376 2023- 3- 21 | 17/033,971 | United States of America | 2020-09-28 | L'invention concerne un système de connexion et de déconnexion automatisées pour un ensemble batterie. Le système peut être mis en ?uvre par un premier composant d'un véhicule électrique et un deuxième composant de l'ensemble batterie. Le premier composant comprend un actionneur linéaire qui est conçu pour pousser un ensemble de connecteurs électriques associés au véhicule électrique vers l'extérieur et établir une connexion avec un ensemble correspondant de connecteurs électriques associés à l'ensemble batterie. Le processus de connexion ou d'amarrage de l'ensemble batterie au véhicule électrique est ainsi automatisé et le temps nécessaire pour remplacer les batteries est réduit. Le système comprend en outre des moyens servant à assurer que les deux composants restent alignés l'un par rapport à l'autre pendant l'amarrage. | True |
| 43 | Patent 2977883 Summary - Canadian Patents Database | CA 2977883 | NaN | VEHICLE | VEHICULE | NaN | GOITSUKA, SHINYA | 2019-03-19 | 2017-08-30 | BORDEN LADNER GERVAIS LLP | English | TOYOTA JIDOSHA KABUSHIKI KAISHA | WHAT IS CLAIMED IS:\n1. A\nvehicle\ncomprising:\na floor panel forming a lower surface of the\nvehicle\n;\na\nbattery\ndisposed on a lower surface of the floor panel; and\na power reception device disposed below the floor panel and configured to\ncontactlessly receive\nelectric\npower from a power transmission device provided\nexternally,\nthe power reception device having a lower surface that is located below a\nlower\nsurface of the\nbattery\n.\n2. The\nvehicle\naccording to claim 1, further comprising:\nan engine; and\na fuel tank for storing fuel to be supplied to the engine, wherein\nthe fuel tank has a lower surface that is located above the lower surface of\nthe\npower reception device.\n3. The\nvehicle\naccording to claim 1, further comprising:\nan engine; and\na fuel tank for storing fuel to be supplied to the engine, wherein\nthe fuel tank has a lower surface that is located above the lower surface of\nthe\npower reception device and the lower surface of the\nbattery\n.\n4. The\nvehicle\naccording to claim 2 or 3, wherein a travelling distance\nthat the\nvehicle\ncan travel with fuel fully filling the fuel tank is longer than a\ntravelling distance\nthat the\nvehicle\ncan travel with\nelectric\npower from the\nbattery\nfully\ncharged.\n5. The\nvehicle\naccording to any one of claims 1 to 4, further comprising a\ncharging unit to which a charging plug provided externally is connected, the\ncharging\n- 20 -\nunit being configured to supply, to the\nbattery\n,\nelectric\npower supplied\nthrough the\ncharging plug, wherein\nthe charging unit is disposed above the floor panel.\n6. The\nvehicle\naccording to any one of claims 1 to 5, wherein the power\nreception device is disposed on the lower surface of the\nbattery\n.\n- 21 - | 2016-172879 | Japan | 2016-09-05 | Un véhicule alimenté électriquement (1) comprend : un panneau de plancher (5) formant une surface inférieure du véhicule alimenté électriquement (1); une batterie (26) disposée sur une surface inférieure du panneau de plancher (5); et un dispositif de réception dalimentation (11) disposé sous le panneau de plancher (5) et configuré pour recevoir lalimentation électrique sans contact dun dispositif de transmission dalimentation (27) fourni de manière externe. Le dispositif de réception dalimentation (11) a une surface inférieure qui est située sous une surface inférieure (74) de la batterie (26). Le véhicule alimenté électriquement (1) est un des divers types de véhicules comme un véhicule hybride et un véhicule électrique, dans lequel la protection de la batterie (26) est réalisée. | True |
| 44 | Patent 3117679 Summary - Canadian Patents Database | CA 3117679 | NaN | MULTIPLE CHEMISTRYBATTERYSYSTEMS FORELECTRICVEHICLES | SYSTEMES DE BATTERIE MULTI-CHIMIE DESTINES A DES VEHICULES ELECTRIQUES | NaN | BOTTS, RICHARD EDWARD, FABIANI, BLAKELY LANE, MERRILL, DAVID S. | NaN | 2019-10-25 | BORDEN LADNER GERVAIS LLP | English | PREMERGY, INC. | CA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-95 -\nCLAIMS\n1. An\nelectric\ndrive system comprising:\na first drive motor configured to impart motion to one or more wheels of the\nelectric\ndrive system;\na plurality of\nbatteries\nconfigured to power the first drive motor, the\nplurality of\nbatteries\ncomprising:\na first\nbattery\ncomprising a first cell having a first chemistry; and\na second\nbattery\ncomprising a second cell having a second chemistry\ndifferent from the first chemistry; and\none or more controllers configured to:\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor;\nand\ncause the first drive motor to charge or discharge the first\nbattery\nand the\nsecond\nbattery\n.\n2. The\nelectric\ndrive system of claim 1, wherein the first cell has a first\nenergy\ndensity, wherein the second cell has a second energy density less than the\nfirst energy\ndensity, wherein the first cell has a first power density, and wherein the\nsecond cell has a\nsecond power density greater than the first power density.\n3. The\nelectric\ndrive system of claim 1, wherein the first cell is a\nlithium-ion cell, and\nwherein the second cell is a lithium-titanate cell.\n4. The\nelectric\ndrive system of claim 1, further comprising one or more\nswitches or\ntransistors\nelectrically\ncoupled to the first\nbattery\nand the second\nbattery\n,\nthe one or more\nswitches or transistors configured to transition between a first state in\nwhich the one or\nmore switches or transistors form a series connection between the first\nbattery\nand the\nsecond\nbattery\nand a second state in which the one or more switches or\ntransistors form a\nparallel connection between the first\nbattery\nand the second\nbattery\n.\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-96-\n5. The\nelectric\ndrive system of claim 4, wherein the one or more\ncontrollers are\nfurther configured to:\ndetermine an\nelectric\nload on the plurality of\nbatteries\n; and\ncause, based at least in part on the\nelectric\nload, the one or more switches\nor\ntransistors to form the series connection or the parallel connection between\nthe first\nbattery\nand the second\nbattery\n.\n6. The\nelectric\ndrive system of claim 4, wherein the one or more\ncontrollers are\nfurther configured to:\ncause the one or more switches or transistors to form the series connection\nbetween\nthe first\nbattery\nand the second\nbattery\n;\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor\nwhile\nthe first\nbattery\nand the second\nbattery\nare connected in series;\ncause the one or more switches or transistors to form the parallel connection\nbetween the first\nbattery\nand the second\nbattery\n; and\ncause the first drive motor to charge the first\nbattery\nand the second\nbattery\nwhile\nthe first\nbattery\nand the second\nbattery\nare connected in parallel.\n7. The\nelectric\ndrive system of claim 1, further comprising one or more DC-\nDC\nconverters\nelectrically\ncoupled to the first\nbattery\nand the second\nbattery\n,\nwherein the one\nor more controllers are further configured to:\ndetermine a first state of charge of the first\nbattery\n;\ndetermine a second state of charge of the second\nbattery\n; and\ncause, based at least in part on the first state of charge and the second\nstate of\ncharge, the one or more DC-DC converters to transfer energy between the first\nbattery\nand\nthe second\nbattery\n.\n8. The\nelectric\ndrive system of claim 1, further comprising a second drive\nmotor,\nwherein the one or more controllers are further configured to:\ncause the first\nbattery\nand the second\nbattery\nto power the second drive\nmotor; and\ncause the second drive motor to charge the first\nbattery\nand the second\nbattery\n.\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-97-\n9. The\nelectric\ndrive system of claim 8, further comprising one or more\nswitches or\ntransistors\nelectrically\ncoupled to the first\nbattery\nand the second\nbattery\n,\nthe one or more\nswitches or transistors configured to transition between a first state in\nwhich the one or\nmore switches or transistors form a series connection between the first\nbattery\nand the\nsecond\nbattery\n, a second state in which the one or more switches or\ntransistors form a\nparallel connection between the first\nbattery\nand the second\nbattery\n, and a\nthird state in\nwhich the first\nbattery\nand the second\nbattery\nare disconnected from one\nanother, wherein\nthe one or more controllers are further configured to:\ncause the one or more switches or transistors to form the series connection\nbetween\nthe first\nbattery\nand the second\nbattery\n;\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor\nand the\nsecond drive motor while the first\nbattery\nand the second\nbattery\nare\nconnected in series;\ncause the one or more switches or transistors to form the parallel connection\nbetween the first\nbattery\nand the second\nbattery\n;\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor\nand the\nsecond drive motor while the first\nbattery\nand the second\nbattery\nare\nconnected in parallel;\ncause the one or more switches or transistors to disconnect the first\nbattery\nand the\nsecond\nbattery\nfrom one another;\ncause the first\nbattery\nto power the first drive motor while the first\nbattery\nand the\nsecond\nbattery\nare disconnected from one another; and\ncause the second\nbattery\nto power the second drive motor while the first\nbattery\nand the second\nbattery\nare disconnected from one another.\n10. The\nelectric\ndrive system of claim 9, wherein the first motor and the\nsecond motor\nare mechanically coupled to one another, and wherein the one or more\ncontrollers are\nfurther configured to:\ncause the one or more switches or transistors to disconnect the first\nbattery\nand the\nsecond\nbattery\nfrom one another;\ncause the first\nbattery\nto power the first drive motor while the first\nbattery\nand the\nsecond\nbattery\nare disconnected from one another; and\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-98-\ncause the second drive motor to charge the second\nbattery\nwhile the first\nbattery\nand the second\nbattery\nare disconnected from one another and the first\nbattery\npowers the\nfirst drive motor.\n11. An\nelectric\ndrive system comprising:\na first drive motor;\na plurality of\nbatteries\nconfigured to power the first drive motor, the\nplurality of\nbatteries\ncomprising:\na first\nbattery\ncomprising a first cell having a first chemistry; and\na second\nbattery\ncomprising a second cell having a second chemistry\ndifferent from the first chemistry; and\none or more controllers configured to:\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor;\nand\ncause the first drive motor to charge the first\nbattery\nand the second\nbattery\n.\n12. The\nelectric\ndrive system of claim 11, wherein the first cell has a\nfirst energy\ndensity, wherein the second cell has a second energy density less than the\nfirst energy\ndensity, wherein the first cell has a first power density, and wherein the\nsecond cell has a\nsecond power density greater than the first power density.\n13. The\nelectric\ndrive system of claim 11, wherein the first cell is a\nlithium-ion cell,\nand wherein the second cell is a lithium-titanate cell.\n14. The\nelectric\ndrive system of claim 11, further comprising one or more\nswitches or\ntransistors\nelectrically\ncoupled to the first\nbattery\nand the second\nbattery\n,\nthe one or more\nswitches or transistors configured to transition between a first state in\nwhich the one or\nmore switches or transistors form a series connection between the first\nbattery\nand the\nsecond\nbattery\nand a second state in which the one or more switches or\ntransistors form a\nparallel connection between the first\nbattery\nand the second\nbattery\n.\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-99-\n15. The\nelectric\ndrive system of claim 14, wherein the one or more\ncontrollers are\nfurther configured to:\ndetermine an\nelectric\nload on the plurality of\nbatteries\n; and\ncause, based at least in part on the\nelectric\nload, the one or more switches\nor\ntransistors to form the series connection or the parallel connection between\nthe first\nbattery\nand the second\nbattery\n.\n16. The\nelectric\ndrive system of claim 14, wherein the one or more\ncontrollers are\nfurther configured to:\ncause the one or more switches or transistors to form the series connection\nbetween\nthe first\nbattery\nand the second\nbattery\n;\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor\nwhile\nthe first\nbattery\nand the second\nbattery\nare connected in series;\ncause the one or more switches or transistors to form the parallel connection\nbetween the first\nbattery\nand the second\nbattery\n; and\ncause the first drive motor to charge the first\nbattery\nand the second\nbattery\nwhile\nthe first\nbattery\nand the second\nbattery\nare connected in parallel.\n17. The\nelectric\ndrive system of claim 11, further comprising one or more\nDC-DC\nconverters\nelectrically\ncoupled to the first\nbattery\nand the second\nbattery\n,\nwherein the one\nor more controllers are further configured to:\ndetermine a first state of charge of the first\nbattery\n;\ndetermine a second state of charge of the second\nbattery\n; and\ncause, based at least in part on the first state of charge and the second\nstate of\ncharge, the one or more DC-DC converters to transfer energy between the first\nbattery\nand\nthe second\nbattery\n.\n18. The\nelectric\ndrive system of claim 11, further comprising a second\ndrive motor,\nwherein the one or more controllers are further configured to:\ncause the first\nbattery\nand the second\nbattery\nto power the second drive\nmotor; and\ncause the second drive motor to charge the first\nbattery\nand the second\nbattery\n.\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-100-\n19. The\nelectric\ndrive system of claim 18, further comprising one or more\nswitches or\ntransistors\nelectrically\ncoupled to the first\nbattery\nand the second\nbattery\n,\nthe one or more\nswitches or transistors configured to transition between a first state in\nwhich the one or\nmore switches or transistors form a series connection between the first\nbattery\nand the\nsecond\nbattery\n, a second state in which the one or more switches or\ntransistors form a\nparallel connection between the first\nbattery\nand the second\nbattery\n, and a\nthird state in\nwhich the first\nbattery\nand the second\nbattery\nare disconnected from one\nanother, wherein\nthe one or more controllers are further configured to:\ncause the one or more switches or transistors to form the series connection\nbetween\nthe first\nbattery\nand the second\nbattery\n;\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor\nand the\nsecond drive motor while the first\nbattery\nand the second\nbattery\nare\nconnected in series;\ncause the one or more switches or transistors to form the parallel connection\nbetween the first\nbattery\nand the second\nbattery\n;\ncause the first\nbattery\nand the second\nbattery\nto power the first drive motor\nand the\nsecond drive motor while the first\nbattery\nand the second\nbattery\nare\nconnected in parallel;\ncause the one or more switches or transistors to disconnect the first\nbattery\nand the\nsecond\nbattery\nfrom one another;\ncause the first\nbattery\nto power the first drive motor while the first\nbattery\nand the\nsecond\nbattery\nare disconnected from one another; and\ncause the second\nbattery\nto power the second drive motor while the first\nbattery\nand the second\nbattery\nare disconnected from one another.\n20. The\nelectric\ndrive system of claim 19, wherein the first motor and the\nsecond motor\nare mechanically coupled to one another, and wherein the one or more\ncontrollers are\nfurther configured to:\ncause the one or more switches or transistors to disconnect the first\nbattery\nand the\nsecond\nbattery\nfrom one another;\ncause the first\nbattery\nto power the first drive motor while the first\nbattery\nand the\nsecond\nbattery\nare disconnected from one another; and\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-101-\ncause the second drive motor to charge the second\nbattery\nwhile the first\nbattery\nand the second\nbattery\nare disconnected from one another and the first\nbattery\npowers the\nfirst drive motor.\n21. The\nelectric\ndrive system of claim 19, wherein the first motor and the\nsecond motor\nare\nelectrically\nindependent and mechanically coupled to one another, and\nwherein the one\nor more controllers are further configured to:\ncause the first\nbattery\nto power the first drive motor while the first\nbattery\nand the\nsecond\nbattery\nare disconnected from one another; and\ncause the second drive motor to charge the second\nbattery\nwhile the first\nbattery\nand the second\nbattery\nare disconnected from one another and the first\nbattery\npowers the\nfirst drive motor.\n22. The\nelectric\ndrive system of claim 19, wherein the one or more\ncontrollers are\nfurther configured to:\ncause the first\nbattery\nto reconfigure internal cells between a series and\nparallel\narrangement via one or more switches to optimally match voltage between a\nfirst\nbattery\npack and a second\nbattery\npack when the first\nbattery\npack and the second\nbattery\npack are\nin a parallel arrangement, and to optimally match current when the first\nbattery\npack and\nthe second\nbattery\npack are in a series arrangement.\n23. A method comprising:\ndetermining, by one or more computer processors coupled to at least one\nmemory,\nan\nelectric\nload on a plurality of\nbatteries\nof an\nelectric\ndrive system, the\nplurality of\nbatteries\ncomprising:\na first\nbattery\ncomprising a first cell having a first chemistry; and\na second\nbattery\ncomprising a second cell having a second chemistry\ndifferent from the first chemistry;\ncausing the first\nbattery\nand the second\nbattery\nto power a first drive motor\nof the\nelectric\ndrive system;\ncausing the first drive motor to charge the first\nbattery\nand the second\nbattery\n; and\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-102-\ncausing, based at least in part on the\nelectric\nload, one or more switches or\ntransistors to form a series connection or a parallel connection between the\nfirst\nbattery\nand the second\nbattery\n.\n24. The method of claim 23, wherein the first cell has a first energy\ndensity, wherein\nthe second cell has a second energy density less than the first energy\ndensity, wherein the\nfirst cell has a first power density, and wherein the second cell has a second\npower density\ngreater than the first power density, wherein the first cell is a lithium-ion\ncell, and wherein\nthe second cell is a lithium-titanate cell.\n25. The method of claim 23, further comprising:\ncausing one or more switches or transistors to form a series connection\nbetween the\nfirst\nbattery\nand the second\nbattery\n, wherein causing the first\nbattery\nand\nthe second\nbattery\nto power the first drive motor comprises causing the first\nbattery\nand\nthe second\nbattery\nto power the first drive motor while the first\nbattery\nand the second\nbattery\nare\nconnected in series;\ncausing the one or more switches or transistors to form a parallel connection\nbetween the first\nbattery\nand the second\nbattery\n; and\ncausing the first drive motor to charge the first\nbattery\nand the second\nbattery\nwhile\nthe first\nbattery\nand the second\nbattery\nare connected in parallel.\n26. The method of claim 23, further comprising:\ncausing one or more switches or transistors to form a parallel connection\nbetween\nthe first\nbattery\nand the second\nbattery\n, wherein causing the first\nbattery\nand the second\nbattery\nto power the first drive motor comprises causing the first\nbattery\nand\nthe second\nbattery\nto power the first drive motor while the first\nbattery\nand the second\nbattery\nare\nconnected in parallel; and\ncausing the first drive motor to charge the first\nbattery\nand the second\nbattery\nwhile\nthe first\nbattery\nand the second\nbattery\nare connected in parallel.\n27. The method of claim 23, further comprising:\ndetermining a first state of charge of the first\nbattery\n;\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-103-\ndetermining a second state of charge of the second\nbattery\n; and\ncausing, based at least in part on the first state of charge and the second\nstate of\ncharge, one or more DC-DC converters to transfer energy between the first\nbattery\nand the\nsecond\nbattery\n.\n28. The method of claim 23, further comprising:\ncausing one or more switches or transistors to form a series connection\nbetween the\nfirst\nbattery\nand the second\nbattery\n;\ncausing the first\nbattery\nand the second\nbattery\nto power the first drive\nmotor and a\nsecond drive motor of the\nelectric\ndrive system while the first\nbattery\nand\nthe second\nbattery\nare connected in series;\ncausing the one or more switches or transistors to form a parallel connection\nbetween the first\nbattery\nand the second\nbattery\n; and\ncausing the first drive motor and the second drive motor to charge the first\nbattery\nand the second\nbattery\nwhile the first\nbattery\nand the second\nbattery\nare\nconnected in\nparallel.\n29. The method of claim 23, further comprising:\ncausing one or more switches or transistors to form a parallel connection\nbetween\nthe first\nbattery\nand a second\nbattery\nof the\nelectric\ndrive system;\ncausing the first\nbattery\nand the second\nbattery\nto power the first drive\nmotor and\nthe second drive motor while the first\nbattery\nand the second\nbattery\nare\nconnected in\nparallel; and\ncausing the first drive motor and the second drive motor to charge the first\nbattery\nand the second\nbattery\nwhile the first\nbattery\nand the second\nbattery\nare\nconnected in\nparallel.\n30. The method of claim 23, further comprising:\ncausing one or more switches or transistors to disconnect the first\nbattery\nand a\nsecond\nbattery\nof the\nelectric\ndrive system from one another;\ncausing the first\nbattery\nto power the first drive motor while the first\nbattery\nand\nthe second\nbattery\nare disconnected from one another; and\nCA 03117679 2021-04-23\nWO 2020/086946\nPCT/US2019/058031\n-104-\ncausing the second\nbattery\nto power a second drive motor of the\nelectric\ndrive\nsystem while the first\nbattery\nand the second\nbattery\nare disconnected from\none another,\nwherein causing the second\nbattery\nto power the second drive motor while the\nfirst\nbattery\nand the second\nbattery\nare disconnected from one another comprises causing the\nsecond\nbattery\nto power the second drive motor while the first\nbattery\nand the second\nbattery\nare\ndisconnected from one another and the first\nbattery\npowers the first drive\nmotor. | 16/172,300 | United States of America | 2018-10-26 | L'invention concerne des systèmes de batterie multi-chimie et des procédés d'utilisation de tels systèmes dans des véhicules électriques. Dans un mode de réalisation, un exemple de véhicule électrique peut comprendre : un moteur d'entraînement configuré pour conférer un mouvement à une ou plusieurs roues du véhicule électrique ; une pluralité de batteries configurées pour alimenter le moteur d'entraînement ; et un ou plusieurs dispositifs de commande. La pluralité de batteries peut comprendre une première batterie comprenant un premier élément présentant une première chimie, et une seconde batterie comprenant un second élément présentant une seconde chimie différente de la première chimie. Lesdits dispositifs de commande peuvent être configurés pour amener les première et seconde batteries à alimenter le moteur d'entraînement, et pour amener le moteur d'entraînement à charger les première et seconde batteries. | True |
| 45 | Patent 2842630 Summary - Canadian Patents Database | CA 2842630 | NaN | SYSTEM AND METHOD FOR RECHARGINGELECTRICVEHICLEBATTERIES | SYSTEME ET PROCEDE DE RECHARGE DE BATTERIES D'UN VEHICULE ELECTRIQUE | NaN | DYER, CHRISTOPHER K., EPSTEIN, MICHAEL L., CULVER, DUNCAN | 2018-02-13 | 2012-06-26 | SMART & BIGGAR LP | English | LIGHTENING ENERGY | 17\nCLAIMS:\n1. A method for recharging an\nelectric\nvehicle\nhaving an\nelectric\nbattery\nfor\npowering a\nvehicle\ndrive system, the method comprising:\nrecharging the\nelectric\nbattery\nof the\nelectric\nvehicle\nduring a first period\nat a\nfirst\nelectrical\npower; and\nrecharging the\nelectric\nbattery\nof the\nelectric\nvehicle\nduring a second period\nshorter than the first period at a second\nelectrical\npower higher than the\nfirst\nelectrical\npower,\nthe recharging including delivering coolant to the\nelectric\nvehicle\nto cool\nthe\nelectric\nbattery\nduring the second period.\n2. The method as recited in claim 1, wherein the first recharging period\noccurs\nwithout any external coolant being delivered to the\nvehicle\n.\n3. The method as recited in claim 1 or 2, wherein the first recharging\nperiod is an\novernight recharging period.\n4. The method as recited any one of claims 1 to 3, wherein the first\nrecharging\nperiod uses a standard 120 or 240 volt\nelectrical\nconnection to recharge the\nvehicle\nbattery\n.\n5. The method as recited in any one of claims 1 to 4, wherein the\nelectric\nvehicle\nis a pure\nelectric\nvehicle\n.\n6. The method as recited in any one of claims 1 to 5, wherein the first\nelectrical\npower is less than 10 kW.\n7. The method as recited in any one of claims 1 to 6, wherein the second\nelectrical\npower is more than 100kW.\n8. The method as recited in any one of claims 1 to 7, wherein the first\nperiod is at\nleast 8 hours.\n9. The method as recited in any one of claims 1 to 8, wherein the second\nperiod is\nless than an hour.\n18\n10. The method as recited in claim 9, wherein the second period is less\nthan 10 minutes.\n11. The method as recited in any one of claims 1 to 10, wherein the second\nperiod\ncharges the\nbattery\nto at least 50% capacity.\n12. The method as recited in any one of claims 1 to 11, wherein the coolant\nutilizes\nan existing\nelectric\nvehicle\ncoolant system.\n13. The method as recited in any one of claims 1 to 12, wherein the coolant\nis gas\nsupplied at 100 cubic ft/min or greater.\n14. The method as recited in any one of claims 1 to 12, wherein the coolant\nis\nliquid supplied at 0.1 liters/sec or greater.\n15. The method as recited in any one of claims 1 to 14, wherein the coolant\nis\ncooled by a refrigerating unit before being supplied to the\nbattery\n. | 13/190,197 | United States of America | 2011-07-25 | La présente invention concerne un procédé de recharge d'un véhicule électrique possédant une batterie électrique pour alimenter un système d'entraînement du véhicule. Le procédé consiste à recharger le véhicule électrique pendant une première période à une première puissance électrique et recharger le véhicule électrique pendant une seconde période plus courte que la première période à une seconde puissance électrique supérieure à la première puissance électrique. La recharge inclut la fourniture d'un liquide de refroidissement au véhicule électrique pour refroidir la batterie électrique pendant la seconde période. L'invention concerne également d'autres procédés de recharge d'un véhicule électrique. | True |
| 46 | Patent 2930703 Summary - Canadian Patents Database | CA 2930703 | NaN | ELECTRICMOTORVEHICLEANDBATTERYPACK | BLOC DE BATTERIE DE VEHICULE A MOTEUR ELECTRIQUE | NaN | KUSUMI, HIDETOSHI, OHGITANI, IKKEI | 2017-11-21 | 2016-05-20 | GOWLING WLG (CANADA) LLP | English | TOYOTA JIDOSHA KABUSHIKI KAISHA | 22\nCLAIMS:\n1. An\nelectric\nmotor\nvehicle\ncomprising:\na high-output\nbattery\n;\na high-capacity\nbattery\nhaving a larger capacity and a smaller output than a\ncapacity\nand an output of the high-output\nbattery\n;\nan\nelectric\npower controller that includes an inverter, the\nelectric\npower\ncontroller\nbeing configured to transmit and receive\nelectric\npower to and from the high-\noutput\nbattery\nand the high-capacity\nbattery\n;\na first wiring that connects the high-output\nbattery\nto the\nelectric\npower\ncontroller;\nand\na second wiring that connects the high-capacity\nbattery\nto the\nelectric\npower\ncontroller, the second wiring being shorter than the first wiring.\n2. The\nelectric\nmotor\nvehicle\naccording to claim 1, wherein\nin\nelectric\npower transmitted and received by the\nelectric\npower controller, a\npercentage of\nelectric\npower transmitted and received between the\nelectric\npower controller\nand the high-capacity\nbattery\nis greater than a percentage of\nelectric\npower\ntransmitted and\nreceived between the\nelectric\npower controller and the high-output\nbattery\n.\n3. The\nelectric\nmotor\nvehicle\naccording to claim 1 or 2, wherein\na location of the high-capacity\nbattery\nis closer to the\nelectric\npower\ncontroller than a\nlocation of the high-output\nbattery\nis.\n4. The\nelectric\nmotor\nvehicle\naccording to claim 3, wherein\nthe\nelectric\npower controller, the high-capacity\nbattery\n, and the high-output\nbattery\nare disposed in this order in one direction.\n5. The\nelectric\nmotor\nvehicle\naccording to any one of claims 1 to 4, wherein\n23\nthe high-capacity\nbattery\nand the high-output\nbattery\nare disposed under a\nfloor panel\nof the\nvehicle\nwhile the high-capacity\nbattery\nand the high-output\nbattery\nare\nhoused in an\nidentical case.\n6. The\nelectric\nmotor\nvehicle\naccording to claim 5, wherein\nthe\nelectric\npower controller is disposed more frontward than a\nvehicle\ncabin,\nand the\nhigh-capacity\nbattery\nis disposed more frontward than the high-output\nbattery\nin the case.\n7. A\nbattery\npack including\nbatteries\nof two or more types, the\nbattery\npack\ncomprising:\na case;\na high-output\nbattery\nhoused in the case;\na high-capacity\nbattery\nthat is housed in the case, the high-capacity\nbattery\nhaving a\nlarger capacity and a smaller output than a capacity and an output of the high-\noutput\nbattery\n;\na connection terminal\nelectrically\nconnected to an\nelectric\npower controller\ndisposed\noutside the\nbattery\npack;\na first internal wiring that connects the high-output\nbattery\nto the\nconnection terminal;\nand\na second internal wiring that connects the high-capacity\nbattery\nto the\nconnection\nterminal, the second internal wiring being shorter than the first internal\nwiring. | 2015-105848 | Japan | 2015-05-25 | Un véhicule à moteur électrique de la présente invention est caractérisé par le fait que le véhicule à moteur électrique comprend une batterie assemblée à puissance élevée (10); une batterie assemblée à haute capacité (20) présentant une capacité plus grande et une puissance inférieure à celle de la batterie assemblée à puissance élevée (10) et un onduleur, et le moteur électrique est équipé dun module de commande (40) qui transmet lénergie électrique de la batterie assemblée à puissance élevée (10) ou de ladite batterie assemblée à puissance élevée (10) et la batterie assemblée à haute capacité (20) ou en reçoit, un premier câblage (60) qui relie la batterie assemblée à haute capacité (10) au module de commande (40) et un deuxième câblage (62) qui connecte la batterie assemblée à haute capacité (20) au module de commande (40) et qui est plus court que le premier câblage (60). | True |
| 47 | Patent 2690307 Summary - Canadian Patents Database | CA 2690307 | NaN | CONTROL SYSTEM FOR ABATTERYPOWEREDVEHICLE | SYSTEME DE COMMANDE POUR VEHICULE ALIMENTE PAR BATTERIE | NaN | CUNNINGHAM, IAIN, SHEEHAN, CHRIS | 2013-12-10 | 2008-06-26 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | 25\nWhat is claimed is:\n1. A control system for a\nbattery\npowered\nvehicle\nwhich is provided\nwith an\nelectric\npower source and at least one contactor which is operable to\nconnect the output of the\nelectric\npower source to an\nelectric\ndrive motor, in\nwhich\nthe control system is operable to set the\nvehicle\nin one of at least three\ndifferent\noperating modes comprising:\na first mode in which the\nvehicle\nis immobilised and the contactor is held in\nan open position to isolate the\nelectric\npower source from the\nelectric\ndrive\nmotor,\na second mode in which the\nvehicle\nis not immobilised and the contactor is\nheld in a closed position to connect the\nelectric\npower source to the\nelectric\ndrive\nmotor, and\na third mode in which the\nvehicle\nis immobilised by opening at least a first\nelectrical\ncircuit related to operation of the\nvehicle\nbut the contactor\nremains in an\nclosed position to connect the\nelectric\npower source to the\nelectric\ndrive\nmotor;\nin which the control system is arranged to change between the modes in\nresponse to one or more signals which are indicative of the location of a\ndriver\nrelative to the\nvehicle\n.\n2. The system according to claim 1 which includes a tag carried by a\nuser of the\nvehicle\nand a detector which generates a first signal indicative\nof the\nlocation of the tag relative to the\nvehicle\n.\n3. The system according to claim 1 which is configured to switch from\nthe first mode to the second mode in response to a first signal from a\ndetector\nwhich detects a driver approaching, entering or unlocking the\nvehicle\n.\n26\n4. The system according to claim 1 which is configured to switch from\nthe first mode to the second mode if it receives a second signal indicating\nthat the\ndriver has sat down in a driver seat of the\nvehicle\n.\n5. The system according to claim 3 which is configured to switch from\nthe first mode to the second mode only when both the first signal and a second\nsignal indicating that the driver has sat down in a driver seat of the\nvehicle\nhave\nbeen received.\n6. The system according to claim 1 which is configured to switch from\nthe second mode to the third mode in response to a third signal indicative of\nthe\ndriver leaving a seat of the\nvehicle\n.\n7. The system according to claim 1 in which the\nelectrical\ncircuits\nrelated to\nvehicle\noperation comprise one or more of power assisted steering\npumps\nand heating cooling systems.\n8. The system according to claim 1 in which the control system is\nfurther operable to get the\nvehicles\nin a fourth mode which the control system\nenters from either the first mode of the third mode prior to entering the\nsecond\nmode, and in which in the fourth mode a\nvehicle\nimmobiliser routine is\nperformed\nand a driver identity checked.\n9. The system according to claim 8 which is arranged to move from\nthe fourth mode to the second mode after the immobilisation and authorisation\nprocess is complete.\n27\n10. The system according to claim 8 in which the control system\nincludes a first timer which counts the time since the control mode moved from\nthe\nfourth mode to the second mode, the control system moving the\nvehicle\nto the\nfirst\nmode after a predefined period of time has been counted by the timer.\n11. The system according to claim 8 in which in the first mode all non-\nessential\nelectrical\nitems are switched off.\n12. The system according to claim 11 in which the control system\nincludes a second timer which counts the time from the entry into the fourth\nmode\nand moves back to the first mode if the\nvehicle\nhas remained in the fourth\nmode for\nlonger than a predefined length of time.\n13. The system according to claim 8 which includes at least one door\nsensor which is associated with a door of the\nvehicle\n, the sensor being\nresponsive\nto a security device carried by the driver.\n14. The control system according to claim 8 in which in the first and\nthird modes the\nvehicle\ncontrol system immobolises the\nvehicle\n.\n15. The control system according to claim 8 which is operable to the\nplace the\nvehicle\nin a fifth mode in which all\nelectrical\nitems are powered\ndown for\nmaintenance of the\nelectrical\nsystem or removal of the\nelectric\npower source.\n16. The control system according to claim 8 which is operable to\noperate the\nvehicle\nin the second mode according to more than one sub-mode\ndepending on the identity of the driver operating the\nvehicle\n. | 0712394.6 | United Kingdom | 2007-06-27 | L'invention concerne un système de commande destiné à un véhicule alimenté par batterie, du type pourvu d'une source d'alimentation électrique et d'au moins un moyen de commutation, tel qu'un contacteur, servant à connecter la sortie de la source d'alimentation à un article électrique haute puissance disposé dans le véhicule, tel qu'un moteur d'entraînement électrique. Le système de commande selon l'invention sert à mettre le véhicule dans un mode de fonctionnement parmi au moins trois modes de fonctionnement différents, lesdits modes comprenant : un premier mode dans lequel le véhicule est immobilisé et le contacteur est maintenu en position ouverte pour isoler la batterie de l'article électrique ; un deuxième mode dans lequel le véhicule n'est pas immobilisé et le contacteur est maintenu dans une position fermée pour connecter la batterie à l'article électrique ; et un troisième mode dans lequel le véhicule est immobilisé mais le contacteur reste dans une position fermée pour connecter la batterie à l'article électrique. | True |
| 48 | Patent 2709111 Summary - Canadian Patents Database | CA 2709111 | NaN | VEHICLEWITH ABATTERYSYSTEM | VEHICULE DOTE D'UN SYSTEME DE BATTERIE | NaN | ZHENG, WEIXIN, ZHU, JIANHUA, SHEN, XI | 2016-05-10 | 2008-12-24 | GOWLING WLG (CANADA) LLP | English | BYD COMPANY LIMITED | What is claimed is:\n1. A\nvehicle\ncomprising:\nat least one\nelectrical\nmotor/generator;\na\nbattery\nsystem for supplying\nelectrical\npower to, and receiving\nelectrical\npower\nfrom, the motor/generator, the\nbattery\nsystem comprising multiple\nbattery\npacks;\neach\nbattery\npack including a plurality of cells\nelectrically\nconnected in\nseries\nthrough respective cell connector terminals,\neach\nbattery\npack having a\nbattery\npack housing configured to house the\nplurality\nof cells, and each\nbattery\npack housing including ducting configured to direct\na\nthermal fluid to circulate among the cell connector terminals of each cell in\nthe\nbattery\npack, wherein the multiple\nbattery\npacks are\nelectrically\nconnected in series\nto\nfacilitate\nelectrical\nconnection to the motor/generator; and\na compartment configured to contain the multiple\nbattery\npacks in their\nhousings,\nthe compartment including duct connectors configured to interconnect the\nducting of\neach\nbattery\npack housing to facilitate circulation of a thermal fluid to each\nbattery\npack housing.\n2. The\nvehicle\nof claim 1, wherein each of the\nbattery\npack housings is\nwater-tight,\nand wherein each of the\nbattery\npack housings includes at least one pair of\nopenings\nto allow the thermal fluid to circulate therebetween.\n3. The\nvehicle\nof claim 2, wherein the duct connectors are configured to\nconnect\nopenings between adjacent\nbattery\npacks.\n4. The\nvehicle\nof claim 2, wherein the thermal fluid is air.\n5. The\nvehicle\nof claim 1, wherein the compartment is shaped and sized to fit\npartially under a rear passenger seat in the\nvehicle\nand partially in a trunk\ncompartment.\n6. The\nvehicle\nof claim 1, wherein the compartment is shaped and sized to\nfit under\na floor in the\nvehicle\n.\n7. The\nvehicle\nof claim 1, comprising at least 5\nbattery\npacks, each having\nat least\ncells.\n8. The\nvehicle\nof claim 1, comprising 10\nbattery\npacks, each having 10\ncells.\n9. The\nvehicle\nof claim 1, wherein every cell has a rectangular prism\nshape,\nwherein the length is greater than the height and the height is greater than\nthe\nthickness.\n10. The\nvehicle\nof claim 9, wherein the cells in each\nbattery\npack are\narranged with\nthe largest face of each cell immediately proximate the largest face of an\nadjacent cell.\n11. The\nvehicle\nof claim 10, wherein the\nbattery\npacks are arranged in the\ncompartment and the compartment is arranged in the\nvehicle\nso that the lengths\nof the\ncells are transverse to the direction of\nvehicle\ntravel.\n12. The\nvehicle\nof claim 11, wherein the\nbattery\npacks are arranged in two\ncolumns\nin line with the direction of\nvehicle\ntravel.\n13. The\nvehicle\nof claim 11, wherein each cell has a positive terminal at\none end\nand a negative terminal at the other end and wherein, except for the cells at\nopposed\nends of the\nbattery\npack, the cells in each pack are arranged so that the\npositive\nterminal from one cell is mechanically and\nelectrically\nconnected to the\nnegative\nterminal of one adjacent cell and the negative terminal from said one cell is\nmechanically and\nelectrically\nto the positive terminal of the other adjacent\ncell.\n14. The\nvehicle\nof claim 1, wherein the compartment is adapted for the flow\nof a\n46\nthermal fluid therethrough, whereby the cells are cooled and whereby heat from\nthe\nbattery\nsystem is selectively provided to an interior portion of the\nvehicle\n.\n15. The\nvehicle\nof claim 14, wherein the thermal fluid is air.\n16. A\nvehicle\ncomprising:\nat least one\nelectrical\nmotor/generator;\na\nbattery\nsystem for supplying\nelectrical\npower to and receiving\nelectrical\npower\nfrom the motor/generator, the\nbattery\nsystem comprising multiple\nbattery\npacks, each\nbattery\npack comprising a\nbattery\npack housing having\nelectrical\nterminals,\nand a\nplurality of cells secured within the\nbattery\npack in a side-by-side\norientation and\nconnected to provide power to and receive power from the\nelectrical\nterminals\nof the\nbattery\npack housing,\nthe plurality of cells having a first set of interconnected\nelectrical\ncell\nterminals at\na first end thereof and a second set of interconnected\nelectrical\ncell\nterminals at a\nsecond end thereof,\nwherein each\nbattery\npack housing includes baffles to direct a cooling fluid\nto\nflow through the\nbattery\npack proximate the first and second set of\ninterconnected\nelectrical\ncell terminals; and\nducts interconnecting the baffles of the\nbattery\npack housings to facilitate\ncirculation of the cooling fluid to the\nelectrical\ncell terminals.\n17. A\nbattery\nsystem for providing power to an\nelectric\nmotor of a\nvehicle\ncomprising:\na plurality of\nbattery\npacks, each\nbattery\npack comprising a\nbattery\npack\nhousing\nhaving\nelectrical\nterminals, a plurality of cells secured within the\nbattery\npack in a\nside-by-side orientation and connected to provide power to the\nelectrical\nterminals of\nthe\nbattery\npack housing,\nthe plurality of cells having a first set of interconnected\nelectrical\ncell\nterminals at\na first end thereof and a second set of interconnected\nelectrical\ncell\nterminals at a\n47\nsecond end thereof;\nbaffles formed in the\nbattery\npack housing configured to direct a thermal\nfluid to\nflow through the\nbattery\npack proximate the first and second set of\ninterconnected\nelectrical\ncell terminals; and\na\nbattery\ncooling and/or heating system having ducts interconnecting the\nbaffles of\nthe\nbattery\npack housings, and a pump adapted to drive the thermal fluid\nthrough the\nducts and baffles.\n18. The\nbattery\nsystem of claim 17, wherein the pump directs a flow of the\nthermal\nfluid through a thermal processing unit before the thermal fluid is provided\nto the\nducts and baffles.\n19. The\nbattery\nsystem of claim 18, wherein the thermal processing unit\ncomprises:\na condenser adapted to cool the thermal fluid; and a heater adapted to heat\nthe thermal\nfluid.\n20. The\nbattery\nsystem of claim 19, wherein the condenser is activated when\nthe\ntemperature of the\nbattery\nsystem exceeds a predetermined threshold, and\nwherein the\nheater is activated when the temperature of the\nbattery\nsystem falls below a\npredetermined threshold.\n48 | 200720196395.2 | China | 2007-12-25 | La présente invention concerne un véhicule pouvant être entraîné par un système de batterie. Le véhicule comprend au moins un moteur/générateur et un système de batterie pour envoyer de l'énergie électrique au moteur/générateur et en recevoir. Le système de batterie comprend plusieurs blocs batterie, chacun composé d'une pluralité de cellules. Les cellules de chaque bloc batterie sont électriquement connectées l'une à l'autre. Les divers logements de blocs batterie sont destinés à recevoir une pluralité de cellules. Chaque logement de blocs batterie facilite leur connexion électrique à un ou plusieurs autres blocs batterie. Le système comprend également un compartiment contenant les divers blocs batterie dans leur logement. Le compartiment facilite la connexion électrique au moteur/générateur. | True |
| 49 | Patent 2779977 Summary - Canadian Patents Database | CA 2779977 | NaN | ATTACH AND DETACH DEVICE OFBATTERYFORELECTRICVEHICLE | DISPOSITIF POUR ATTACHER ET DETACHER UNE BATTERIE D'UN VEHICULE ELECTRIQUE | NaN | YU, CHI-MAN, SIM, JOO-SUB, PARK, YONG-GEU, JANG, WOONG-SUNG, KIM, YUN-HA, PARK, JUN-SEOK, CHOI, WOONG-CHUL, JEONG, JAY-IL | 2017-01-03 | 2012-06-15 | BRION RAFFOUL | English | MOTEX PRODUCTS CO., LTD., KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION, INDUSTRY-UNIVERSITY COOPERATION FOUNDATION OF KOREA AEROSPACE UNIVERSITY | 28\nWhat is claimed is:\n1.An\nelectric\nvehicle\nbattery\nattaching/detaching device for\nreplacing a\nbattery\nmounted on an\nelectric\nvehicle\nwith a fully-\ncharged\nbattery\nmounted on a\nbattery\nstand of a loader,\ncomprising:\na\nbattery\nmounting unit formed on the\nelectric\nvehicle\nto\ndetachably mount the\nbattery\nthereon and.provided with a\nconnector pin module adapted to be lifted/lowered by a\nlifting/lowering means; and\na\nbattery\nattaching/detaching unit adapted to i) move along X-\naxis, Y-axis, and Z-axis between the\nbattery\nmounting unit and\nthe\nbattery\nstand by means of a movement device, ii) detach the\nbattery\nmounted on the\nbattery\nmounting unit, and iii) mount the\nfully-charged\nbattery\non the\nbattery\nmounting unit,\nwherein the\nbattery\nhas an introduction space unit formed on a\nside of a bottom surface of the\nbattery\nso that the connector\npin module is introduced in the introduction space unit when\nlifted.\n2. The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 1, wherein. the\nbattery\nhas a connector pin hole\nformed on a surface of the introduction space unit so that a\nconnector pin of the connector pin module is inserted into the\nconnector pin hole.\n3.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 2, wherein grasping protrusions are formed on\nboth sides of the connector pin, a fitting groove being formed\non a circumferential surface of each grasping protrusion, and\ngrasping holes are formed on both sides of the connector pin\nhole so that the grasping protrusions are fitted, a leaf spring\n29\nbeing installed on a circumferential surface of each grasping\nhole to be fitted into the fitting groove.\n4. An\nelectric\nvehicle\nbattery\nattaching/detaching device for\nreplacing a\nbattery\nmounted on an\nelectric\nvehicle\nwith a fully-\ncharged\nbattery\nmounted on a\nbattery\nstand of a loader,\ncomprising:\na\nbattery\nmounting unit formed on the\nelectric\nvehicle\nto\ndetachably mount the\nbattery\nthereon and provided with a\nconnector pin module adapted to be lifted/lowered by a\nlifting/lowering means; and\na\nbattery\nattaching/detaching unit adapted to i) move along X-\naxis, Y-axis, and Z-axis between the\nbattery\nmounting unit and\nthe\nbattery\nstand by means of a movement device, ii) detach the\nbattery\nmounted on the\nbattery\nmounting unit, and iii) mount the\nfully-charged\nbattery\non the\nbattery\nmounting unit,\n.wherein the lifting/lowering means comprises: an actuator\nadapted to operate in response to an\nelectric\nsignal;\na piston adapted to be moved by operation of the actuator;\na slide member connected to an end of the piston so that\nmovement of the slide member is interlinked with movement of the\npiston; and\nlinks having ends connected to the slide member, respectively,\nso that, when the slide member moves, the links rotate from a\nhorizontal direction to a vertical direction or from a vertical\ndirection to a horizontal direction and lift/lower the connector\npin module. | 10-2011-0136670 | Republic of Korea | 2011-12-16 | La présente invention décrit un dispositif pour attacher et détacher une batterie dun véhicule électrique qui comprend une unité de montage de batterie formée sur un véhicule électrique pour monter de manière amovible une batterie et doté dun module de broche de connexion conçu pour être soulevé/abaissé par un moyen de levage/abaissement; un chargeur possédant une pluralité de supports de batterie, chaque support de batterie étant conçu pour monter de manière amovible une batterie totalement chargée à échanger avec la batterie montée sur lunité de montage de batterie; et une unité pour attacher/détacher une batterie conçue pour se déplacer le long de laxe X, de laxe Y et de laxe Z entre lunité de montage de batterie et le support de batterie à laide dun dispositif de mouvement, détacher une batterie installée sur lunité de montage de batterie ou le support de batterie et échanger/monter la batterie sur le support de batterie ou lunité de montage de batterie. Une broche de connexion, installée sur lunité de montage de batterie et conçue pour monter/descendre, est commandée pour monter, seulement si la batterie est assise et fixée dans la bonne position sur lunité de montage de batterie, et insérée dans le trou de la broche de connexion pour établir une connexion électrique stable entre la batterie et lunité de montage de batterie. En outre, la broche de connexion ne séchappe pas du trou de la broche de connexion, même lorsquune vibration a lieu lors du fonctionnement du véhicule électrique, mais maintient une connexion électrique stable. | True |
| 50 | Patent 2925742 Summary - Canadian Patents Database | CA 2925742 | NaN | ELECTRICVEHICLECONTROL SYSTEM AND DRIVE APPARATUS | SYSTEME DE COMMANDE DE VEHICULE ELECTRIQUE ET APPAREIL D'ENTRAINEMENT | NaN | ZHAO, DEZHOU DAVID | 2022-09-27 | 2014-10-22 | NaN | English | ZHAO, DEZHOU DAVID | Claims:\n1) An\nelectric\nvehicle\n, comprising:\na first drive axle drivingly engaging a first wheel of the\nelectric\nvehicle\n;\na first\nelectric\nmotor mounted directly on the first drive axle;\na\nbattery\nunit that powers the first\nelectric\nmotor;\na controller to control the\nelectric\nmotor;\nwherein the first\nelectric\nmotor comprises a plurality of\nelectric\nmotors, and\nwherein each of said plurality of\nelectric\nmotors is connected to said\nbattery\nunit;\nwherein the controller controls the first\nelectric\nmotor based upon operator\ndemand,\nvehicle\nspeed, driving resistance, wind resistance, and\nvehicle\nweight;\nwherein the controller controls the plurality of\nelectric\nmotors by\ncontrolling the\nfrequency that the\nelectric\nmotor coil is energized with\nelectrical\npower\nsupply to\ncontrol the turning speed of the\nelectric\nmotor and the\nvehicle\n, and_to have\nthe\nsame rotor rotational speed, and the quantity of\nelectric\nmotors that need to\nbe\nenergized in order to meet the driving requirements;\nand wherein the\nelectric\nmotor includes a dirt excluding seal cover.\n2) The\nelectric\nvehicle\nof claim 1, wherein the\nelectric\nvehicle\nfurther\ncomprises a\nsecond drive axle to drive a second wheel of the\nelectric\nvehicle\n, and at\nleast one\nsecond\nelectric\nmotor mounted directly on the second drive axle.\n3) The\nelectric\nvehicle\nof claim 1, wherein the\nelectric\nvehicle\nfurther\ncomprises\nmultiple driving axles to drive the\nvehicle\nand\nelectric\nmotors mounted on\nthose\nadditional driving axles for axial rotation therewith and operative to\ntransmit\ntorque to the additional driving axle.\n4) The\nelectric\nvehicle\nof claim 1, wherein the\nelectric\nmotor includes a\ndriving\naxle to raise the height of the\nelectric\nmotor from the ground.\n5) The\nelectric\nvehicle\nof claim 1, wherein the\nelectric\nmotor turning\ndirection is\nsimilar to the wheel turning direction, which is perpendicular to the bottom\nbody\nof the\nvehicle\nor road surface: wherein the\nelectric\nmotor includes a rotor\nwhich\nrotates about an axis perpendicular to an axis of rotation of the wheel and\ndrivingly\nengages the wheel through a mechanical gear transmission.\n6) The\nelectric\nvehicle\nof claim 1, wherein the\nvehicle\nis pure\nbattery\npowered\nelectric\nvehicle\n; or wherein the\nelectric\nvehicle\nis a hybrid\nelectric\nvehicle\ncombined with a fuel engine driven generator/alternator and a said\nbattery\nunit to\nprovide\nelectricity\nfor the\nelectric\nmotor; or wherein the\nelectric\nvehicle\nis\na pure\nfuel type\nelectric\nvehicle\nwithout said\nbatteries\n, which the\nelectric\nmotor is\npowered by a fuel engine driven generator/alternator that generates\nelectricity\n.\n7) The\nelectric\nvehicle\nof claim 1, wherein the\nelectric\nvehicle\ncomprises one\nof a\nfront drive; a rear/back drive; or a four-wheel-drive; wherein the\nelectric\nmotor\nmight comprises part of a wheel system of the\nvehicle\n.\n13\nDate Recue/Date Received 2020-12-12\n8) The\nelectric\nvehicle\nas in claim 1, wherein the\nelectric\nmotor is a disk\ntype\nelectric\nmotor, and wherein the stator is positioned in the middle of the\nelectric\nmotor and sandwiched by the rotors or positioned into sides of the\nelectric\nmotor\nand sandwiches the rotor: wherein the\nelectric\nmotor is a non-disk type\nelectric\nmotor; and wherein the\nelectric\nmotor is a combination of disk type\nelectric\nmotor\nand non-disk type\nelectric\nmotor.\n9) The\nelectric\nvehicle\nof claim 1, wherein the\nelectric\nmotor comprises one\nof at\nleast one single-layer type\nelectric\nmotor, at least one multiple-layer type\nelectric\nmotor comprising at least two layers and multiple stators and multiple rotors,\nat\nleast one traditional type\nelectric\nmotor, or a combination thereof.\n10) The\nelectric\nvehicle\nof claim 1, wherein the controller controls\nadditional\nelectric\nmotors to meet driving requirements, and wherein the controller\nconnects\nadditional\nbatteries\nto provide higher driving force.\n11) The\nelectric\nvehicle\nof claim 1, wherein the controller may periodically\ndetect\nelectrical\npower level in each\nbattery\n, and wherein the\nbattery\nis charged by\none of\nutility power supply, solar, wind power charger mounted on the\nvehicle\n, sun\nheat\nfrom inside the\nvehicle\nand by wireless remote charging system.\n12) The\nelectric\nvehicle\nof claim 1, wherein the\nelectric\nvehicle\ncomprises\none of\na car, a van, a SUV, a pickup, a train, a boat, a ship, a yacht, a marine\nvehicle\n, a\nsubmarine, an airplane, a helicopter, a bus, a truck, a snowmobile, a fire\nengine, an\nATV, an RV, a tractor, a motorcycle, a scooter, a three wheel\nvehicle\n, an off-\nhighway construction mobile\nvehicle\n, a bicycle, a bike, an amphibious\nvehicle\n,\nor\na mowing machine.\n13) The\nelectric\nvehicle\nof claim 1, wherein the\nbattery\nunit comprises a\nplurality\nof\nbatteries\n, and wherein the\nbattery\nunit is disposed interior to the\nelectric\nvehicle\n; and/or wherein the\nbattery\nunit is disposed exterior to the\nelectric\nvehicle\n.\n14) The\nelectric\nvehicle\nof claim 1, wherein the mechanical moving energy\nconverts into\nelectricity\nand charge back to the\nbattery\nwhen slowing down the\nvehicle\n; wherein using reversing\nelectrical\nmotor force with high frequency\non/off\nto replace the traditional mechanical ABS system in the\nvehicle\n.\n15) The\nelectric\nvehicle\nof claim 1, wherein the controller converts\nvehicle\nvertical vibration into\nelectricity\nby using an\nelectrical\ncoil mounted on the\nwheel\nsystem of the\nvehicle\n, to cut the flux lines of magnetic field that are\nmounted on\nthe body of a\nvehicle\n, or by using an\nelectrical\ncoil mounted on the body of\nthe\nvehicle\n, to cut the flux lines of magnetic field that are mounted on the wheel\nsystem of a\nvehicle\n.\n14\nDate Recue/Date Received 2020-12-12 | 14/061,016 | United States of America | 2013-10-23 | L'invention concerne un véhicule électrique pouvant comprendre un premier essieu moteur permettant d'entraîner une première roue du véhicule électrique, un premier moteur électrique monté directement sur le premier essieu moteur, une alimentation telle qu'une batterie permettant d'alimenter le premier moteur électrique et un dispositif de commande permettant de commander le moteur électrique. Le véhicule électrique peut comprendre un second essieu moteur permettant d'entraîner une seconde roue et un second moteur électrique monté sur le second essieu moteur. Le moteur électrique peut être monté uniquement sur le premier essieu moteur. La batterie peut être formée d'un ensemble de batteries. | True |
| 51 | Patent 2852195 Summary - Canadian Patents Database | CA 2852195 | NaN | ELECTRICVEHICLE | VEHICULE ELECTRIQUE | NaN | YAMAZAKI, TAKAYUKI | 2016-04-19 | 2012-10-19 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | -17-\nCLAIMS\n1. An\nelectric\nvehicle\nincluding a\nvehicle\nbody, an on-board\nbattery\nmounted\non the\nvehicle\nbody, and an\nelectric\nmotor supplied with an\nelectric\npower\nfrom\nthe on-board\nbattery\n, the\nelectric\nvehicle\nbeing driven by the\nelectric\nmotor\nto\ntravel,\nwherein the\nvehicle\nbody includes a\nbattery\nreceiving portion for releasably\nreceiving the on-board\nbattery\n, the\nbattery\nreceiving portion having\nvehicle\n-\nbody-side feeding terminals disposed on a bottom thereof for supplying an\nelectric\npower of the on-board\nbattery\nto a\nvehicle\nbody side,\nwherein the on-board\nbattery\nhas\nbattery\n-side feeding terminals disposed\non a bottom surface thereof for mating with the\nvehicle\n-body-side feeding\nterminals of the\nbattery\nreceiving portion, wherein the on-board\nbattery\nhas a\ncharge portion disposed on one lateral surface thereof for allowing an\nexternal\npower supply to charge the on-board\nbattery\n, the one lateral surface facing\none\nof left and right sides of the\nvehicle\nbody, wherein the on-board\nbattery\nhas\na\ndischarge portion disposed on an opposite lateral surface for supplying an\nelectric\npower of the on-board\nbattery\nto an outside, the opposite lateral\nsurface\nfacing the other of the left and right sides of the\nvehicle\nbody, and wherein\nthe\non-board\nbattery\nhas a transformer incorporated therein for transforming an\nelectric\npower and/or converting a DC to an AC, and\nwherein the\nvehicle\nbody includes lateral surfaces having a charge side\nopening for allowing a plug or a connector to pass through the charge side\nopening into connection to the charge portion, and a discharge side opening\nfor\nallowing a plug or a connector to pass through the discharge side opening into\nconnection to the discharge portion.\n-18-\n2. The\nvehicle\nof claim 1, wherein the on-board\nbattery\nhas a raised or\nrecessed portion formed on a surface thereof, and the\nbattery\nreceiving\nportion\nhas a recessed or raised guide for guiding the raised or recessed portion of\nthe\non-board\nbattery\n.\n3. The\nvehicle\nof claim 1 or 2, wherein the\nbattery\nreceiving portion is\nprovided with a locking mechanism for preventing the on-board\nbattery\nreceived\nin the\nbattery\nreceiving portion from coming out of the\nbattery\nreceiving\nportion.\n4. The\nvehicle\nof claim 1, wherein the\nvehicle\n-body-side feeding terminals\nprotrude upwardly from the bottom of the\nbattery\nreceiving portion.\n5. The\nvehicle\nof claim 1, wherein the charge side opening and the\ndischarge\nside opening are closed by lids each movable between an open position and a\nclosed position.\n6. The\nvehicle\nof claim 3, wherein the\nvehicle\nbody further includes a\nreceptacle disposed behind the\nbattery\nreceiving portion and the receptacle\nreceives an operational lever of the locking mechanism.\n7. The\nvehicle\nof claim 1, wherein the bottom of the\nbattery\nreceiving\nportion\nhas a drainage port formed therethrough. | 2011-235070 | Japan | 2011-10-26 | L'invention concerne un véhicule électrique équipé d'une batterie automobile (50). La batterie automobile (50) comporte une unité de chargement (53) sur la surface latérale gauche (50d), des unités de déchargement (54, 55) sur la surface latérale droite (50e) et une borne d'alimentation côté batterie (56) sur la surface inférieure (50f). La batterie automobile entraîne un moteur électrique lorsque le véhicule se déplace, alimente des produits électriques externes lorsque le véhicule ne se déplace pas, et est conçue pour pouvoir être utilisée à tout moment. | True |
| 52 | Patent 2809179 Summary - Canadian Patents Database | CA 2809179 | NaN | BATTERYPACK WITH CONNECTING DEVICE | BLOC-BATTERIE A DISPOSITIF DE CONNEXION | NaN | CARIGNAN, CLAUDE, LEVERONE, PIERRE, VALLEE, ALAIN, CARIGNAN, STEPHANE, POMERLEAU, DENIS | 2019-01-15 | 2011-09-02 | MCMILLAN LLP | English | BATHIUM CANADA INC. | -12-\nWhat is claimed is:\n1. A\nbattery\npack for\nelectric\nor hybrid\nvehicle\nhaving multiple\nbatteries\nconnected in series by\nbattery\nconnectors, each\nbattery\nhaving a positive and\na\nnegative pole; each\nbattery\nconnector comprising:\na pair of\nbattery\npole covers made of an\nelectrically\ninsulating material\nmounted onto\nbattery\npoles of two adjacent\nbatteries\n, each\nbattery\npole cover\nhaving a\nreceptacle area and an aperture providing access to the\nbattery\npoles;\na connect-disconnect safety device having a conductive element made of an\nelectrically\nconductive material inserted into the receptacle area of the pole\ncovers for\nelectrically\nconnecting the two adjacent\nbatteries\n, and an interrupter, a\ncentral portion\nof the conductive element passing through the interrupter, the interrupter\nincluding a\npyrotechnic charge, an igniter that sets off the pyrotechnic charge triggered\nby an\nelectrical\nsignal received from an electronic control unit (ECU) of the\nvehicle\nsensing\na collision, and a mechanical cutter adapted to cut the central portion of the\nconductive element in the event of the\nvehicle\nbeing involved in a collision,\nthereby\ndisconnecting the series connection of the\nbatteries\n; and\na pair of fasteners for securing the conductive element to the poles of the\ntwo\nadjacent\nbatteries\n.\n2. A\nbattery\npack as defined in claim 1, wherein the interrupter includes a\nhousing made of an\nelectrically\ninsulating reinforced plastic material.\n3. A\nbattery\npack as defined in claim 1, wherein the mechanical cutter\nincludes a\nwedge aligned with the central portion of the conductive component which is\nactuated\nby the pyrotechnic charge that cuts the central portion of the conductive\nelement\npermanently in the event of a collision.\n4. A\nbattery\npack as defined in claim 1, wherein each fastener of the pair\nof\nfastener is positioned inside one of the\nbattery\npole covers, each fastener\nincluding a\nthreaded portion made of metal and an\nelectrically\ninsulated portion made of a\nnon-\nconductive material, the\nelectrically\ninsulated portion of the fasteners being\naccessible\nthrough the apertures of the\nbattery\npole covers for fastening the fasteners\nonto the\nbattery\npoles.\n-13-\n5. A\nbattery\npack as defined in claim 1, wherein each\nbattery\npole cover\nincludes\na first portion adapted for mounting onto the\nbattery\npole and a second\nportion\nassembled onto the first portion to define the receptacle area, the second\nportion\nhaving the aperture for accessing the fastener.\n6. A\nbattery\npack as defined in claim 1, wherein each\nbattery\npole cover is\nmade\nof an\nelectrically\ninsulating plastic.\n7. A\nbattery\npack as defined in claim 1, further comprising a pair of\nflexible\nconnector connecting the conductive clement of the connect-disconnect safety\ndevice\nto the poles of the two adjacent\nbatteries\n.\n8. A\nbattery\npack as defined in claim 1, further comprising a stabilizer\nsecuring\nthe connect-disconnect safety device to the\nbattery\npack.\n9. A\nbattery\nconnector for connecting a plurality of\nbatteries\nin series to\nform a\nbattery\npack, the\nbattery\nconnector comprising:\na pair of\nbattery\npole covers made of an\nelectrically\ninsulating material for\nmounting onto\nbattery\npoles of two adjacent\nbatteries\n, each\nbattery\npole cover\nhaving\na receptacle area for providing access to the\nbattery\npoles and an aperture;\na connect-disconnect safety device having a conductive element made of an\nelectrically\nconductive material inserted into the receptacle area of the pole\ncovers for\nelectrically\nconnecting the two adjacent\nbatteries\n, and an interrupter, a\ncentral portion\nof the conductive element passing through the interrupter; the interrupter\nincluding a\npyrotechnic charge, an igniter that sets off the pyrotechnic charge triggered\nby an\nelectrical\nsignal received from an electronic control unit (ECU) of the\nvehicle\nsensing\na collision, and a mechanical cutter adapted to cut the central portion of the\nconductive element in the event of the\nvehicle\nbeing involved in a collision,\nthereby\ndisconnecting the series connection of the\nbatteries\n; and\na pair of fasteners for securing the connecting element to the poles of the\ntwo\nadjacent\nbatteries\n, each fastener positioned inside one of the pair of\nbattery\npole\ncovers, each fastener including a threaded portion made of metal and an\nelectrically\n-14-\ninsulated portion made of a non-conductive material, the\nelectrically\ninsulated portion\nof the fasteners being accessible through the apertures of the\nbattery\npole\ncovers.\n10. A\nbattery\nconnector\nas defined in claim 9, further comprising a pair of flexible\nconnector connecting the conductive element of the connect-disconnect safety\ndevice\nto the poles of the two adjacent\nbatteries\n. | 12/874,798 | United States of America | 2010-09-02 | La présente invention concerne un bloc-batterie pour un véhicule électrique ou hybride présentant des connecteurs de batterie destinés à connecter des batteries en série, ainsi qu'un connecteur de batterie, réduisant les risques de chocs électriques potentiels pendant l'assemblage, l'entretien et en situation d'urgence. Le connecteur de batterie comprend un interrupteur présentant des capacités de déconnexion dans le cas où le véhicule est impliqué dans une collision. | True |
| 53 | Patent 3226999 Summary - Canadian Patents Database | CA 3226999 | NaN | RAPID-CHARGING DEVICE AND SYSTEM | DISPOSITIF ET SYSTEME DE CHARGE RAPIDE | NaN | ITO, MASAHIRO | NaN | 2022-08-12 | AGENCE DE BREVETS FOURNIER | English | POWERX, INC. | CA 03226999 2024-01-19\nCLAIMS\n1. A charging device capable of rapidly charging an external storage\nbattery\n, comprising:\na storage\nbattery\n;\na first converter that converts power from a commercial power source and\ncharges the\nstorage\nbattery\n; and\na second converter that converts power from the storage\nbattery\nand discharges\nthe\nconverted power to the external storage\nbattery\nto rapidly charge the external\nstorage\nbattery\n.\n2. The charging device according to claim 1, wherein\nthe charging device discharges power five or more times greater than the power\ninput\nfrom the commercial power source, to the external storage\nbattery\n.\n3. The charging device according to claim 1, further comprising:\na housing in which the storage\nbattery\nis stored; and\na wheel that supports inside of the housing.\n4. The charging device according to claim 1, wherein\nthe charging device is\nelectrically\nconnectable to another charging device,\nand\nthe charging device has a discharging destination selection unit for switching\na\ndischarging destination of the power from the storage\nbattery\nbetween the\nexternal storage\nbattery\nand the other charging device.\n5. The charging device according to claim 4, further comprising a supply\ndestination\nselection unit for switching a supply destination of the power from the other\ncharging device\nbetween the storage\nbattery\nof the own device and the external storage\nbattery\n.\n6. The charging device according to claim 1, wherein\nthe charging device is\nelectrically\nconnectable to another charging device,\nand\nthe charging device has a power source sharing unit for switching a charging\ndestination of the power from the commercial power source between the storage\nbattery\nof the\nown device and the storage\nbattery\nof the other charging device.\n7. The charging device according to claim 1, further comprising:\na controller that monitors charging/discharging information including a\nremaining\npower amount of the storage\nbattery\nand discharging frequency; and\na communication instrument that transmits the charging information to an\nexternal\nserver device through a communication line.\nDate recue/Date Received 2024-0 1- 19\nCA 03226999 2024-01-19\n8. A system comprising:\nthe charging device according to claim 7; and\na server device connected to a plurality of the charging devices through a\ncommunication line, wherein\nupon receipt of a request for charging the external storage\nbattery\nfrom a\nuser, the\nserver device generates information of a guide to the charging device to be\nprovided to the user,\nbased on the charging/discharging information received from the plurality of\ncharging devices.\n9. A system comprising:\nthe charging device according to claim 7; and\na server device connected to a plurality of the charging devices through a\ncommunication line, wherein\nthe server device generates information on an appropriate location of the\ncharging\ndevice, based on the charging/discharging information received from the\nplurality of charging\ndevices.\nDate recue/Date Received 2024-0 1- 19 | 2021-132413 | Japan | 2021-08-16 | Le problème décrit par la présente invention est de fournir un dispositif de charge rapide qui peut être facilement installé dans divers emplacements. À cet effet, l'invention porte sur un dispositif de charge rapide 100 pour charger rapidement un véhicule électrique 300, ledit dispositif de charge rapide 100 comprenant : une batterie de stockage ; un premier convertisseur qui convertit l'énergie provenant d'une source d'énergie commerciale 200 et charge la batterie de stockage ; et un deuxième convertisseur qui convertit l'énergie provenant de la batterie de stockage, décharge celle-ci vers une batterie de stockage embarquée du véhicule électrique 300, et charge rapidement la batterie de stockage embarquée. | True |
| 54 | Patent 3193465 Summary - Canadian Patents Database | CA 3193465 | NaN | ON-BOARD DIAGNOSTIC PORT SYNCHRONIZEDBATTERYCHARGING SYSTEM | SYSTEME CHARGEUR DE BATTERIES SYNCHRONISE A UN PORT DE DIAGNOSTIC EMBARQUE | NaN | SHUM, LING TO | NaN | 2021-08-06 | OYEN WIGGS GREEN & MUTALA LLP | English | VECTOR PRODUCTS, INC. | CA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\nCLAIMS\nWhat is claimed is:\n1. A charging system, comprising:\nan interface configured to removably and\nelectrically\ncouple to an external\nbattery\n;\na connector configured to removably and\nelectrically\ncouple to an on-board\ndiagnostic\n(OBD) port of a\nvehicle\n;\ncharge rnanagement circuitry\nelectrically\ncoupled to the interface and the\nconnector; and\na microcontroller unit (MCU) coupled to the charge management circuitry, the\nMCU\nconfigured to execute computer readable program code for managing an output of\ncurrent from\nthe external\nbattery\nto a\nvehicle\nbattery\nof the\nvehicle\nthrough the\nelectrical\ncoupling of the\nconnector and the OBD port.\n2. The charging system of claim 1, wherein when the external\nbattery\nis\nelectrically\ncoupled\nto the interface and the connector is\nelectrically\ncoupled to the OBD port,\nthe MCU:\n(a) opens an output switch of the charging system to output the current\nfrom the external\nbattery\nto the connector;\n(b) during the outputting of the current, measures a voltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD port;\n(c) upon deterrnining that the voltage of the\nvehicle\nbattery\nhas reached a\nset voltage, closes\nthe output switch to stop the output of the current, enters a low power\nconsumption mode, and\nstarts a low power consumption timer;\n(d.) upon the expiration of the low power consumption timer, measures the\nvoltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD\nport;\n(e) if the voltage of the\nvehicle\nbattery\nis above a charge voltage,\nreenters the low power\nconsumption mode, restarts the low power consumption timer, and repeats the\nrneasuring (d);\nand\n(10 if the voltage of the\nvehicle\nbattery\nis below the charge voltage,\nrepeats (a) through (I).\n3. The charging system of claim 2, wherein in the repeating (f), the MCU\nfurther:\n-15-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n(fl) for every two expirations of the low power consumption timer,\nincreases the set voltage\nby a preset amount; and\n(f2) repeats (a) through (f) using the increased set voltage.\n4. The charging system of claim 2, wherein during the outputting of the\ncurrent (b), the\nMCU further:\n(bl) measures a temperature of the external\nbattery\nusing the interface; and\n(b2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, closes the\noutput switch to stop the output of the current and shuts down the charging\nsystem.\n5. The charging system of claim 2, wherein during the outputting of the\ncurrent (b), the\nMCU further:\n(bl) measures a voltage of the external\nbattery\nusing the interface; and\n(b2) if the voltage of the external\nbattery\nis below a voltage threshold,\ncloses the output switch\nto stop the output of the current and shuts down the charging system.\n6. The charging system of claim 2, wherein prior to opening the output\nswitch, the MCI*\n(g) starts a test timer for a test period;\n(h) prior to an expiration of the test timer,\n(hl) measures a temperature of the external\nbattery\nusing the interface; and\n(h2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, shuts\ndown the charging system;\n(i) prior to the expiration of the test timer,\n(il) measures a voltage of the external\nbattery\nusing the interface;\nand\n(i2) if the voltage of the external\nbattery\nis below a voltage\nthreshold, shuts down the\ncharging system; and\nupon the expiration of the test timer, executes (a) through (f).\n7. The charging system of claim 1, further comprising:\n-16-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\na cable with a first end and a second end,\nwherein the first end is configured to be removably and\nelectrically\ncoupled\nto the connector,\nwherein the second end comprises a set of clamps configured to be removably\nand\nelectrically\ncoupled to one or more terminals of the\nvehicle\nbattery\n.\n8. The charging system of claim 1, further comprising:\na cable with a first end and a second end,\nwherein the first end is configured to be removably and\nelectrically\ncoupled\nto the connector,\nwherein the second end comprises an adapter configured to be removably and\nelectrically\ncoupled to a cigarette lighter port of the\nvehicle\nbattery\n.\n9. A charging method, comprising:\n(a) outputting, by a microcontroller unit (MCIJ) of a charging system, a\ncurrent from an\nexternal\nbattery\nto a connector of the charging systern, the external\nbattery\nremovably and\nelectrically\ncoupled to the charging systern, the connector removably and\nelectrically\ncoupled to\nan on-board diagnostic (OBD) port of a\nvehicle\n, wherein the connector is\nelectrically\ncoupled to\na\nvehicle\nbattery\nof the\nvehicle\nthrough the OBD port;\n(b) during the outputting of the current, measuring, by the MCU, a voltage\nof the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD port;\n(e) upon determining that the voltage of the\nvehicle\nbattery\nhas reached a\nset voltage,\nstopping the output of the current and entering a low power consumption mode\nfor a\npredetermined period of time by the MCU;\n(d) upon the expiration of the predetermined period of tirne, measuring, by\nthe MCU, the\nvoltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector\nand the OBI) port;\n(e) if the voltage of the\nvehicle\nbattery\nis above a charge voltage,\nreentering the low power\nconsumption mode for the predeterrnined period of tirne by the MCU and\nrepeating the\nmeasuring (d); and\n(f) if the voltage of the\nvehicle\nbattery\nis below the charge voltage,\nrepeating the charging\nmethod (a) through (f) by the MCU.\n-17-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n10. The method of claim 9, wherein the repeating (f) comprises:\n(fl) for every two expirations of the predeterrnined period of tirne,\nincreasing the set voltage\nby a preset amount by the MCU; and\n(f2) repeating the charging method (a) through (f) by the MCU using the\nincreased set\nvoltage.\n11. The method of clairn 9, wherein during the outputting of the current\n(b), the method\nfurther cornprises:\n(bl) rneasuring, by the MCU, a temperature of the external\nbattery\n; and\n(b2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, stopping the\noutput of the current and shutting down the charging systern by the MCU.\n12. The rnethod of clairn 9, wherein during the outputting of the current\n(b), the rnethod\nfurther comprises:\n(bl) rneasuring by the MCU, a voltage of the external\nbattery\n: and\n(b2) if the voltage of the external\nbattery\nis below a voltage threshold,\nstopping the output of\nthe current and shutting down the charging system by the MCU.\n13. The method of claim 9, wherein prior to outputting the current, the\nrnethod comprises:\n(g) starting, by the MCLT, a test tirner for a test period;\n(h) prior to an expiration of the test timer,\n(hl) measuring, by the MCU, a temperature of the external\nbattery\n; and\n(h2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, shutting\ndown the charging system by the MCU;\n(i) prior to the expiration of the test timer,\n(if) measuring, by the MCU, a voltage of the external\nbattery\n; and\n(i2) if the voltage of the external\nbattery\nis below a voltage\nthreshold, shutting down\nthe charging systern by the MCU; and\n-18-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n(1) upon the expiration of the test timer, proceeding to the charging\nmethod (a) through (f) by\nthe MCLT.\n14. A non-transitory computer readable medium comprising computer readable\nprograrn\ncode embodied therein, wherein when executed by a microcontroller unit (MCU)\ncauses the\nMCU to:\n(a) output a current from an external\nbattery\nto a connector of a charging\nsystern, the external\nbattery\nremovably and\nelectrically\ncoupled to the charging system, the\nconnector rernovably and\nelectrically\ncoupled to an on-board diagnostic (OBD) port of a\nvehicle\n,\nwherein the connector is\nelectrically\ncoupled to a\nvehicle\nbattery\nof the\nvehicle\nthrough the OBD port;\n(b) during the outputting of the current, measure a voltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD port:\n(c) upon determining that the voltage of the\nvehicle\nbattery\nhas reached a\nset voltage, stop\nthe output of the cun-ent and enter a low power consumption mode for a\npredeterrnined period of\ntime;\n(d) upon the expiration of the predetermined period of time, measure the\nvoltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD\nport;\n(e) if the voltage of the\nvehicle\nbattery\nis above a charge voltage,\nreenter the low power\nconsumption rnode for the predetermined period of time and repeat the\nmeasuring (d); and\n(t) if the voltage of the\nvehicle\nbattery\nis below the charge voltage,\nrepeat (a) through (f).\n15. The medium of claim 14, wherein the repeat (f) comprises:\n(fl) for every two expirations of the predetermined period of tirne.\nincrease the set voltage by\na preset amount; and\n(f2) repeat (a) through (f) using the increased set voltage.\n16. The medium of claim 14, wherein during the output of the current (b),\nthe MCU is further\ncaused to:\n(bl) measure a temperature of the external\nbattery\n; and\n-19-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n(b2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, stop the output\nof the current and shut down the charging system.\n17. The medium of claim 14, wherein during the output of the cuffent (b),\nthe MCU is further\ncaused to:\n(bl) measure a voltage of the external\nbattery\n; and\n(b2) if the voltage of the external\nbattery\nis below a voltage threshold, stop\nthe output of the\ncurrent and shut down the charging system.\n18. The medium of claim 14, wherein prior to outputting the current, the\nMCU is further\ncaused to:\n(g) start a test timer for a test period;\n(h) prior to an expiration of the test timer,\n(hl) measure a temperature of the external\nbattery\n; and\n(h2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, shut\ndown the charging system;\n(i) prior to the expiration of the test timer,\n(il) measure a voltage of the external\nbattery\n; and\n(i2) if the voltage of the external\nbattery\nis below a voltage\nthreshold, shut down the\ncharging system; and\nupon the expiration of the test timer, proceed to (a) through (f).\n-20- | 63/077,936 | United States of America | 2020-09-14 | L'invention concerne un système chargeur qui inclut : une interface configurée pour se coupler électriquement et de manière amovible à une batterie externe ; un connecteur configuré pour se coupler électriquement et de manière amovible à un port de diagnostic embarqué (OBD) d'un véhicule ; des circuits de gestion de charge couplés électriquement à l'interface et au connecteur ; et une unité de microcontrôleur (MCU) couplée aux circuits de gestion de charge. La MCU est configurée pour exécuter du code de programme lisible par ordinateur destiné à gérer une sortie de courant provenant de la batterie externe vers une batterie de véhicule du véhicule par couplage électrique au connecteur et au port d'OBD. Le système chargeur peut servir à empêcher qu'une batterie de véhicule se décharge durant des périodes d'entreposage prolongées. | True |
| 55 | Patent 3193465 Summary - Canadian Patents Database | CA 3193465 | NaN | ON-BOARD DIAGNOSTIC PORT SYNCHRONIZEDBATTERYCHARGING SYSTEM | SYSTEME CHARGEUR DE BATTERIES SYNCHRONISE A UN PORT DE DIAGNOSTIC EMBARQUE | NaN | SHUM, LING TO | NaN | 2021-08-06 | OYEN WIGGS GREEN & MUTALA LLP | English | VECTOR PRODUCTS, INC. | CA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\nCLAIMS\nWhat is claimed is:\n1. A charging system, comprising:\nan interface configured to removably and\nelectrically\ncouple to an external\nbattery\n;\na connector configured to removably and\nelectrically\ncouple to an on-board\ndiagnostic\n(OBD) port of a\nvehicle\n;\ncharge rnanagement circuitry\nelectrically\ncoupled to the interface and the\nconnector; and\na microcontroller unit (MCU) coupled to the charge management circuitry, the\nMCU\nconfigured to execute computer readable program code for managing an output of\ncurrent from\nthe external\nbattery\nto a\nvehicle\nbattery\nof the\nvehicle\nthrough the\nelectrical\ncoupling of the\nconnector and the OBD port.\n2. The charging system of claim 1, wherein when the external\nbattery\nis\nelectrically\ncoupled\nto the interface and the connector is\nelectrically\ncoupled to the OBD port,\nthe MCU:\n(a) opens an output switch of the charging system to output the current\nfrom the external\nbattery\nto the connector;\n(b) during the outputting of the current, measures a voltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD port;\n(c) upon deterrnining that the voltage of the\nvehicle\nbattery\nhas reached a\nset voltage, closes\nthe output switch to stop the output of the current, enters a low power\nconsumption mode, and\nstarts a low power consumption timer;\n(d.) upon the expiration of the low power consumption timer, measures the\nvoltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD\nport;\n(e) if the voltage of the\nvehicle\nbattery\nis above a charge voltage,\nreenters the low power\nconsumption mode, restarts the low power consumption timer, and repeats the\nrneasuring (d);\nand\n(10 if the voltage of the\nvehicle\nbattery\nis below the charge voltage,\nrepeats (a) through (I).\n3. The charging system of claim 2, wherein in the repeating (f), the MCU\nfurther:\n-15-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n(fl) for every two expirations of the low power consumption timer,\nincreases the set voltage\nby a preset amount; and\n(f2) repeats (a) through (f) using the increased set voltage.\n4. The charging system of claim 2, wherein during the outputting of the\ncurrent (b), the\nMCU further:\n(bl) measures a temperature of the external\nbattery\nusing the interface; and\n(b2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, closes the\noutput switch to stop the output of the current and shuts down the charging\nsystem.\n5. The charging system of claim 2, wherein during the outputting of the\ncurrent (b), the\nMCU further:\n(bl) measures a voltage of the external\nbattery\nusing the interface; and\n(b2) if the voltage of the external\nbattery\nis below a voltage threshold,\ncloses the output switch\nto stop the output of the current and shuts down the charging system.\n6. The charging system of claim 2, wherein prior to opening the output\nswitch, the MCI*\n(g) starts a test timer for a test period;\n(h) prior to an expiration of the test timer,\n(hl) measures a temperature of the external\nbattery\nusing the interface; and\n(h2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, shuts\ndown the charging system;\n(i) prior to the expiration of the test timer,\n(il) measures a voltage of the external\nbattery\nusing the interface;\nand\n(i2) if the voltage of the external\nbattery\nis below a voltage\nthreshold, shuts down the\ncharging system; and\nupon the expiration of the test timer, executes (a) through (f).\n7. The charging system of claim 1, further comprising:\n-16-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\na cable with a first end and a second end,\nwherein the first end is configured to be removably and\nelectrically\ncoupled\nto the connector,\nwherein the second end comprises a set of clamps configured to be removably\nand\nelectrically\ncoupled to one or more terminals of the\nvehicle\nbattery\n.\n8. The charging system of claim 1, further comprising:\na cable with a first end and a second end,\nwherein the first end is configured to be removably and\nelectrically\ncoupled\nto the connector,\nwherein the second end comprises an adapter configured to be removably and\nelectrically\ncoupled to a cigarette lighter port of the\nvehicle\nbattery\n.\n9. A charging method, comprising:\n(a) outputting, by a microcontroller unit (MCIJ) of a charging system, a\ncurrent from an\nexternal\nbattery\nto a connector of the charging systern, the external\nbattery\nremovably and\nelectrically\ncoupled to the charging systern, the connector removably and\nelectrically\ncoupled to\nan on-board diagnostic (OBD) port of a\nvehicle\n, wherein the connector is\nelectrically\ncoupled to\na\nvehicle\nbattery\nof the\nvehicle\nthrough the OBD port;\n(b) during the outputting of the current, measuring, by the MCU, a voltage\nof the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD port;\n(e) upon determining that the voltage of the\nvehicle\nbattery\nhas reached a\nset voltage,\nstopping the output of the current and entering a low power consumption mode\nfor a\npredetermined period of time by the MCU;\n(d) upon the expiration of the predetermined period of tirne, measuring, by\nthe MCU, the\nvoltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector\nand the OBI) port;\n(e) if the voltage of the\nvehicle\nbattery\nis above a charge voltage,\nreentering the low power\nconsumption mode for the predeterrnined period of tirne by the MCU and\nrepeating the\nmeasuring (d); and\n(f) if the voltage of the\nvehicle\nbattery\nis below the charge voltage,\nrepeating the charging\nmethod (a) through (f) by the MCU.\n-17-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n10. The method of claim 9, wherein the repeating (f) comprises:\n(fl) for every two expirations of the predeterrnined period of tirne,\nincreasing the set voltage\nby a preset amount by the MCU; and\n(f2) repeating the charging method (a) through (f) by the MCU using the\nincreased set\nvoltage.\n11. The method of clairn 9, wherein during the outputting of the current\n(b), the method\nfurther cornprises:\n(bl) rneasuring, by the MCU, a temperature of the external\nbattery\n; and\n(b2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, stopping the\noutput of the current and shutting down the charging systern by the MCU.\n12. The rnethod of clairn 9, wherein during the outputting of the current\n(b), the rnethod\nfurther comprises:\n(bl) rneasuring by the MCU, a voltage of the external\nbattery\n: and\n(b2) if the voltage of the external\nbattery\nis below a voltage threshold,\nstopping the output of\nthe current and shutting down the charging system by the MCU.\n13. The method of claim 9, wherein prior to outputting the current, the\nrnethod comprises:\n(g) starting, by the MCLT, a test tirner for a test period;\n(h) prior to an expiration of the test timer,\n(hl) measuring, by the MCU, a temperature of the external\nbattery\n; and\n(h2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, shutting\ndown the charging system by the MCU;\n(i) prior to the expiration of the test timer,\n(if) measuring, by the MCU, a voltage of the external\nbattery\n; and\n(i2) if the voltage of the external\nbattery\nis below a voltage\nthreshold, shutting down\nthe charging systern by the MCU; and\n-18-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n(1) upon the expiration of the test timer, proceeding to the charging\nmethod (a) through (f) by\nthe MCLT.\n14. A non-transitory computer readable medium comprising computer readable\nprograrn\ncode embodied therein, wherein when executed by a microcontroller unit (MCU)\ncauses the\nMCU to:\n(a) output a current from an external\nbattery\nto a connector of a charging\nsystern, the external\nbattery\nremovably and\nelectrically\ncoupled to the charging system, the\nconnector rernovably and\nelectrically\ncoupled to an on-board diagnostic (OBD) port of a\nvehicle\n,\nwherein the connector is\nelectrically\ncoupled to a\nvehicle\nbattery\nof the\nvehicle\nthrough the OBD port;\n(b) during the outputting of the current, measure a voltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD port:\n(c) upon determining that the voltage of the\nvehicle\nbattery\nhas reached a\nset voltage, stop\nthe output of the cun-ent and enter a low power consumption mode for a\npredeterrnined period of\ntime;\n(d) upon the expiration of the predetermined period of time, measure the\nvoltage of the\nvehicle\nbattery\nusing the\nelectrical\ncoupling of the connector and the OBD\nport;\n(e) if the voltage of the\nvehicle\nbattery\nis above a charge voltage,\nreenter the low power\nconsumption rnode for the predetermined period of time and repeat the\nmeasuring (d); and\n(t) if the voltage of the\nvehicle\nbattery\nis below the charge voltage,\nrepeat (a) through (f).\n15. The medium of claim 14, wherein the repeat (f) comprises:\n(fl) for every two expirations of the predetermined period of tirne.\nincrease the set voltage by\na preset amount; and\n(f2) repeat (a) through (f) using the increased set voltage.\n16. The medium of claim 14, wherein during the output of the current (b),\nthe MCU is further\ncaused to:\n(bl) measure a temperature of the external\nbattery\n; and\n-19-\nCA 03193465 2023-03-01\nWO 2022/055644 PCT/US2021/044868\n(b2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, stop the output\nof the current and shut down the charging system.\n17. The medium of claim 14, wherein during the output of the cuffent (b),\nthe MCU is further\ncaused to:\n(bl) measure a voltage of the external\nbattery\n; and\n(b2) if the voltage of the external\nbattery\nis below a voltage threshold, stop\nthe output of the\ncurrent and shut down the charging system.\n18. The medium of claim 14, wherein prior to outputting the current, the\nMCU is further\ncaused to:\n(g) start a test timer for a test period;\n(h) prior to an expiration of the test timer,\n(hl) measure a temperature of the external\nbattery\n; and\n(h2) if the temperature of the external\nbattery\nexceeds a temperature\nthreshold, shut\ndown the charging system;\n(i) prior to the expiration of the test timer,\n(il) measure a voltage of the external\nbattery\n; and\n(i2) if the voltage of the external\nbattery\nis below a voltage\nthreshold, shut down the\ncharging system; and\nupon the expiration of the test timer, proceed to (a) through (f).\n-20- | 63/077,936 | United States of America | 2020-09-14 | L'invention concerne un système chargeur qui inclut : une interface configurée pour se coupler électriquement et de manière amovible à une batterie externe ; un connecteur configuré pour se coupler électriquement et de manière amovible à un port de diagnostic embarqué (OBD) d'un véhicule ; des circuits de gestion de charge couplés électriquement à l'interface et au connecteur ; et une unité de microcontrôleur (MCU) couplée aux circuits de gestion de charge. La MCU est configurée pour exécuter du code de programme lisible par ordinateur destiné à gérer une sortie de courant provenant de la batterie externe vers une batterie de véhicule du véhicule par couplage électrique au connecteur et au port d'OBD. Le système chargeur peut servir à empêcher qu'une batterie de véhicule se décharge durant des périodes d'entreposage prolongées. | True |
| 56 | Patent 3027791 Summary - Canadian Patents Database | CA 3027791 | NaN | CHARGING CONNECTOR ARRANGEMENT IN UNDERGROUNDVEHICLE | AGENCEMENT DE CONNECTEUR DE CHARGEMENT DANS UN VEHICULE SOUTERRAIN | NaN | VARE, VILLE, KITULA, MIKKO, HAIKIO, SAMI, JOUTSELA, MATTI | NaN | 2017-06-16 | SMART & BIGGAR LP | English | SANDVIK MINING AND CONSTRUCTION OY | 12\nCLAIMS\n1. An underground mining\nvehicle\n(1) comprising\nat least one\nelectric\nmotor (5) for driving the\nvehicle\n(1),\nat least one rechargeable\nbattery\n(8) for supplying\nelectric\nenergy to\nthe\nelectric\nmotor (5),\nat least one charging system (15) comprising at least one charging cir-\ncuit (16) and at least one charging connection (10) connected to the charging\nsys-\ntem (15) for supplying\nelectric\nenergy to the charging system (15) from an\nelec-\ntric power source (17) external to the\nvehicle\n(1) for recharging the at least\none\nrechargeable\nbattery\n(8),\nat least one cooling system (19) comprising at least one cooling circuit\n(20, 22) and at least one cooling agent supply connection (11) connected to\nthe\ncooling system (19) for supplying cooling agent to the cooling system (19)\nfrom a\ncooling agent source (24) external to the\nvehicle\n(1) for cooling the at least\none\nrechargeable\nbattery\n(8), and\nat least one detection element (28, 30) for detecting the cooling system\n(19) being connected to the external cooling agent source (24).\n2. An underground mining\nvehicle\nas claimed in claim 1, charac-\nterized in that\nthe underground mining\nvehicle\n(1) comprises at least one detection\nelement (28, 33) for detecting the charging system (15) being connected to the\nexternal\nelectric\npower source (17).\n3. An underground mining\nvehicle\nas claimed in claim 1 or 2, char-\nacterized in that\nthe at least one detection element (28) is arranged to detect both the\ncooling system (19) being connected to the external cooling agent source (24)\nand the charging system (15) being connected to the external\nelectric\npower\nsource (17).\n4. An underground mining\nvehicle\nas claimed in any one of the preced-\ning claims, characterized in that the underground mining\nvehicle\n(1)\ncomprises at least one control unit (14) for controlling at least one\noperation of\nthe underground mining\nvehicle\n(1),\nthe at least one detection element (28, 30, 33) is connected to the con-\ntrol unit (14), and that\nthe control unit (14) is configured to prevent a starting of the under-\n13\nground mining\nvehicle\n(1) in response to the at least one detection element\n(28,\n30) indicating the underground mining\nvehicle\n(1) being connected to the exter-\nnal cooling agent source (24).\n5. An underground mining\nvehicle\nas claimed in claim 4, charac-\nterized in that\nthe control unit (14) is configured to prevent a starting of the under-\nground mining\nvehicle\n(1) in response to the at least one detection element\n(28,\n30, 33) indicating at least one of a charging cable (18) from the external\nelectric\npower source (17) being connected to the charging connection (10) of the\nvehicle\n(1) and a cooling agent supply line (25) from the external cooling agent\nsource\n(24) being connected to the cooling agent supply connection (11) of the\nvehicle\n(1).\n6. An underground mining\nvehicle\nas claimed in any one of claims 2 to\n5,characterized in that\nthe detection element (33) for detecting the charging system (15) be-\ning connected to the external\nelectric\npower source (17) is an interlock\ncircuit\n(33) arranged in connection with the charging connection (10) and arranged to\nprovide a control signal (CL33) indicating the charging connection (10) being\nconnected to the external\nelectric\npower source (24) in response to the\ncharging\ncable (18) being connected to the charging connection (10).\n7. An underground mining\nvehicle\nas claimed in any one of the preced-\ning claims, characterized in that\nthe detection element (30) for detecting the cooling system (19) being\nconnected to the external cooling agent source (24) is a proximity sensor (30)\narranged in connection with the cooling agent supply connection (11) and ar-\nranged to provide a control signal (CL30) indicating the cooling agent supply\nconnection (11) being connected to the external cooling agent source (24) in\nre-\nsponse to the cooling agent supply line (25) being connected to the cooling\nagent\nsupply connection (11).\n8. An underground mining\nvehicle\nas claimed in claim 7, charac-\nterized in that\nthe proximity sensor (30) is one of a capacitive sensor and an induc-\ntive sensor.\n9. An underground mining\nvehicle\nas claimed in any one of claims 1 to\n6,characterized in that\nthe detection element for detecting the cooling system (19) being con-\n14\nnected to the external cooling agent source (24) is a mechanical switch\narranged\nin connection with the cooling agent supply connection (11) and arranged to\nchange its state in response to connecting the cooling agent supply line (25)\nto the\ncooling agent supply connection (11) and in response to disconnecting the cool-\ning agent supply line (25) from the cooling agent supply connection (11).\n10. An underground mining\nvehicle\nas claimed in any one of claims 1\nto 6,characterized in that\nthe underground mining\nvehicle\n(1) comprises a cover (26) for cover-\ning the charging connection (10) in response to the charging cable (18) being\nnot\nconnected to the charging connection (10), and a handle (27) connected to the\ncover (26) for opening and closing the cover (26) in response to a turning of\nthe\nhandle (27) to an open (27b) and a closed position (27a), and that\nthe handle (28) is mechanically prevented by the cooling agent supply\nline (25) to turn into a closed position (27a) for closing the cover (26) in\nresponse\nto the cooling agent supply line (25) being connected to the cooling agent\nsupply\nconnection (11).\n11. An underground mining\nvehicle\nas claimed in claim 10, char-\nacterized in that\nthe at least one detection element for detecting at least one of the cool-\ning system (19) being connected to the external cooling agent source (24) and\nthe\ncharging system (15) being connected to the external\nelectric\npower source\n(17)\nis a position sensor (28) which is arranged to change its state in response to\nturn-\ning the handle (27) into a closed position (27a) for closing the cover (26)\nand in\nresponse to turning the handle (27) into an open position (27b) for opening\nthe\ncover (26).\n12. An arrangement for charging a rechargeable\nbattery\n(8) in an un-\nderground mining\nvehicle\n(1) as claimed in any one of claims 1 to 11, wherein\nthe\ncooling agent is water and the cooling agent source (24) external to the\nvehicle\n(1) is a water storage for mining operations.\n13. A method for a\nbattery\noperated underground mining\nvehicle\n(1),\ncomprising\ncharging at least one rechargeable\nbattery\n(8) using at least one charg-\ning system (15) comprising at least one charging circuit (16) and at least one\ncharging connection (10) connected to the charging system (15), to which charg-\ning connection (10)\nelectric\nenergy is to be supplied from an\nelectric\npower\nsource (17) external to the\nvehicle\n(1) for recharging the\nbattery\n(8),\n15\ncooling the at least one rechargeable\nbattery\n(8) using at least one\ncooling system (19) comprising at least one cooling circuit (20, 22) and at\nleast\none cooling agent supply connection (11) connected to the cooling system (19),\nto\nwhich cooling agent supply connection (11) cooling agent is to be supplied\nfrom a\ncooling agent source (24) external to the\nvehicle\n(1) for cooling the at least\none\nrechargeable\nbattery\n(8), and\ndetecting by at least one detection element (28, 30) whether the cool-\ning system is connected to the external cooling agent source (24).\n14. A method as claimed in claim 13,characterized by\npreventing a starting of the underground mining\nvehicle\n(1) in re-\nsponse to the at least one detection element (28, 30) indicating the\nunderground\nmining\nvehicle\n(1) being connected to the external cooling agent source (24).\n15. A method as claimed in claim 13 or 14,characterized by\ndetecting by at least one detection element (28, 33) whether the charg-\ning system (15) is connected to the external\nelectric\npower source (17), and\npreventing a starting of the underground mining\nvehicle\n(1) in re-\nsponse to the at least one detection element (28, 30, 33) indicating the under-\nground mining\nvehicle\n(1) being connected to one of the external\nelectric\npower\nsource (17) and the external cooling agent source (24). | 16174977.5 | European Patent Office (EPO) | 2016-06-17 | L'invention concerne un véhicule d'exploitation minière souterrain (1) comprenant un moteur électrique (5) pour entraîner le véhicule et une batterie rechargeable (8) pour fournir de l'énergie électrique au moteur électrique. Le véhicule comprend en outre un système de charge (15) destiné à être connecté à une source d'énergie électrique (17) externe au véhicule (1) pour recharger l'au moins une batterie rechargeable (8), un système de refroidissement (19) destiné à être relié à une source d'agent de refroidissement (24) externe au véhicule (1) pour refroidir la batterie rechargeable (8), et au moins un élément de détection (28, 30) pour détecter le système de refroidissement (19) relié à la source d'agent de refroidissement externe (24). | True |
| 57 | Patent 2580716 Summary - Canadian Patents Database | CA 2580716 | NaN | A METHOD OF RECHARGING A CADDY CARTBATTERY | PROCEDE POUR RECHARGER UNE BATTERIE DE CHARIOT D'EPICERIE | NaN | O'REILLY, ANDREW | NaN | 2005-08-19 | EMERY JAMIESON LLP | English | O'REILLY, ANDREW | 16\nClaims\n1. A method of recharging a caddy cart\nbattery\n,\ncomprising the step of connecting the caddy car\nbattery\nto an\nelectrical\nsupply of a\nvehicle\nto\nthereby charge the caddy cart\nbattery\n.\n2. A method as claimed in Claim 1 in which the\ncaddy cart\nbattery\nis connected directly to the\nvehicle\nbattery\n.\n3. A method as claimed in Claim 1 or 2 which\nemploys charge varying means to decrease the\nelectrical\nsupply to the caddy cart\nbattery\nwhen the\ncaddy car\nbattery\nis recharged, wherein the charge\npassing from the\nvehicle\nbattery\nto the caddy car\nbattery\npasses through the cut-off relay.\n4. A method as claimed in Claim 1 which employs an\nelectrical\ncable having a first end which is adapted\nto make an\nelectrical\nconnection with a\nbattery\nof a\npassenger carrying\nvehicle\n, and a second end which\nis adapted to make an\nelectrical\nconnection with a\ncaddy cart\nbattery\n.\n5. A method as claimed in any preceding Claim,\nwhich additionally employs a cradle for the caddy\ncart\nbattery\n, which method includes the step of\nplacing the caddy cart\nbattery\nin the cradle, and\nthen re-charging the caddy cart\nbattery\n.\n17\n6. A kit for re-charging a caddy cart\nbattery\ncomprising:\n- an\nelectrical\ncable having a first end which is\nadapted to make an\nelectrical\nconnection with a\npassenger\nvehicle\nbattery\n, and a second end\nwhich is adapted to provide charge to a caddy\ncart\nbattery\n; and\n- instructions for\nelectrically\nconnecting the\nvehicle\nbattery\nand the caddy cart\nbattery\nusing the\nelectrical\ncable.\n7. A kit as claimed in Claim 1 further including\nan electronic charge varying device to decrease the\nelectrical\nsupply to the caddy cart\nbattery\nwhen the\ncaddy cart\nbattery\nis recharged.\n8. A kit as claimed in Claim 8 in which the charge\nvarying device is provided in-line in the\nelectrical\ncable.\n9. A kit as claimed in any of Claims 6 to 8 which\nfurther includes a cradle which is dimensioned to\nreceive a caddy cart\nbattery\n.\n10. A kit as claimed in Claim 9 in which the charge\nvarying device is provided on the cradle, wherein\nthe device is adapted for making an\nelectrical\nconnection with the\nelectrical\ncable and the caddy\ncart\nbattery\n.\n11. A kit as claimed in any of Claims 6 to 10\nfurther including a charge level indicator which\n18\nprovides an indication of when the caddy car\nbattery\nhas been re-charged.\n12. A kit as claimed in Claim 11, when dependant on\nClaim 9, in which the charge level indicator is\nprovided on the cradle.\n13. A kit as claimed in any of Claims 9 to 12 in\nwhich the cradle is adapted to be fixedly mounted in\na boot of a passenger\nvehicle\n.\n14. A kit as claimed in any of Claims 6 to 13 in\nwhich the\nelectrical\ncable is of a sufficient length\nto reach from a\nbattery\nof a passenger\nvehicle\nto a\nboot of the passenger\nvehicle\n.\n15. A kit as claimed in any of Claims 6 to 14\nfurther including:\n- at least one adapter for making an\nelectrical\nconnection between a first end of\nthe\nelectrical\ncable and a passenger\nvehicle\nbattery\n;\n- at least one adapter for making an\nelectrical\nconnection between the second end\nof the\nelectrical\ncable and the caddy cart\nbattery\n, or an adapter for the caddy cart\nbattery\n, or an electronic charge varying\ndevice in\nelectrical\nconnection with the\ncaddy cart\nbattery\n.\n16. A passenger\nvehicle\ncomprising an\nelectrical\ncable which is adapted to provide charge from a\n19\nbattery\nof the passenger\nvehicle\nto a\nbattery\nof a\ncaddy cart, and, optionally, instructions for\nrecharging a caddy cart\nbattery\nusing the\nelectrical\ncable.\n17. A passenger\nvehicle\nas claimed in Claim 16 in\nwhich an end of the\nelectrical\ncable which is\nadapted to provide charge to the caddy cart\nbattery\nis located in a boot of the passenger\nvehicle\n.\n18. A passenger\nvehicle\nas claimed in Claim 17\nfurther including a socket located in the boot of\nthe\nvehicle\n, which socket is dimensioned to receive\nand hold the caddy cart\nbattery\n.\n19. A passenger\nvehicle\nas claimed in any of Claims\n17 to 19 further including an electronic charge\nvarying device which is adapted to decrease the\nelectrical\nsupply to the caddy cart\nbattery\nwhen the\ncaddy cart\nbattery\nis recharged.\n20. A method, kit, or passenger\nvehicle\naccording\nto any of Claims 1 to 19, in which the charge\nvarying device has a first setting which allows full\nelectrical\ncharge to be supplied to the caddy cart\nbattery\nwhen the caddy cart\nbattery\nis being\nrecharged, and a second setting which allows a\ntrickle charge to the caddy cart\nbattery\nwhen it is\nrecharged. | 0418684.7 | United Kingdom | 2004-08-21 | Le procédé pour recharge d'une batterie de chariot d'épicerie comprend une étape de raccordement de la batterie de chariot à une source électrique d'un véhicule pour recharger la batterie du chariot. Le procédé utilise un dispositif électronique de variation de charge pour diminuer l'alimentation électrique à la batterie de chariot quand il est rechargé, la charge provenant de la batterie du véhicule à la batterie de chariot passant à travers le dispositif de variation de charge. L'invention se réfère à un kit pour la mise en oeuvre du procédé de l'invention et un dispositif incorporant des moyens de recharge d'une batterie de chariot d'épicerie. | True |
| 58 | Patent 2924798 Summary - Canadian Patents Database | CA 2924798 | NaN | DEVICE AND METHOD FOR CURRENT FLOW CONTROL FOR DUALBATTERYVEHICLEARCHITECTURE | DISPOSITIF ET PROCEDE DE REGULATION DE CIRCULATION DE COURANT POUR ARCHITECTURE DE VEHICULE A DOUBLE BATTERIE | NaN | TOFILESCU, POMPILIAN, GRILLS, REGINALD C. | 2021-06-01 | 2014-07-29 | RIDOUT & MAYBEE LLP | English | FLEXTRONICS AP, LLC | CLAIMS\nWhat is claimed is:\n1. A device, comprising:\na plurality of field effect transistor (FETs)\nelectrically\nconnected between a\nvehicle\nelectrical\nsystem and a\nbattery\nand starter circuit; and\na boost converter circuit that provides a gate voltage for the plurality of\nFETs greater than a source voltage for the plurality of FETs by a\npredetermined\nvoltage;\na fast gate discharge circuit that establishes a switchable path to ground;\na control circuit\nelectrically\nconnected to the plurality of FETs, the boost\nconverter circuit, and the fast gate discharge circuit,\nwherein the control circuit includes a first state and a second state and is\nconfigured to:\nreceive a control signal from an engine control unit, and\nin response to the control signal being at a first level:\nswitches the plurality of FETs to a first state, wherein the first state\nallows current flow between the\nvehicle\nelectrical\nsystem and the\nbattery\nand starter circuit, and\nturns off the boost converter circuit,\nin response to the control signal being a second level:\nturns on the boost converter circuit, and\nswitches the plurality of FETs to a second state, wherein the second\nstate allows current flow from the\nbattery\nand starter circuit to the\nvehicle\nelectrical\nsystem.\n2. The device according to claim 1, wherein current flow is prohibited\nfrom flowing from the\nvehicle\nelectrical\nsystem to the\nbattery\nand starter\ncircuit\non a condition that the control signal is at the second level.\n-10-\nDate Recue/Date Received 2020-11-20\n3. The device according to claim 1, the control circuit further\ncomprising a filtering circuit configured to provide standard filtering, and\novervoltage, overcurrent, and reverse\nbattery\nprotection for the\nvehicle\nelectrical\nsystem and the\nbattery\nand starter circuit.\n4. The device according to claim 3, wherein the filtering circuit is\nelectrically\nconnected to the boost converter circuit.\n5. The device according to claim 4, the control circuit further\ncomprising a protection circuit\nelectrically\nconnected to the boost converter\ncircuit, the protection circuit is configured to turn off the plurality of\nFETs upon\ndetection of a short circuit.\n6. The device according to claim 5, wherein the short circuit is detected\nwhen a voltage at the\nbattery\nand starter circuit exceeds a voltage at the\nvehicle\nelectrical\nsystem by a short circuit threshold.\n7. The device according to claim 6, wherein the short circuit threshold\nis attained when the voltage at the\nbattery\nand starter circuit is equal to or\nhigher than half the voltage at the\nvehicle\nelectrical\nsystem.\n8. The device according to claim 5, wherein the fast gate discharge\ncircuit is\nelectrically\nconnected to the protection circuit and the fast gate\ndischarge circuit is configured to establish a path to ground in an event of a\nshort\ncircuit.\n9. An apparatus, comprising:\na power board including a plurality of field effect transistor (FETs)\nelectrically\nconnected to a\nvehicle\nelectrical\nsystem current and a\nbattery\nand\nstarter current; and\na control board configured to receive a control signal from an engine control\nunit and connected to the\nvehicle\nelectrical\nsystem current and the\nbattery\nand\nstarter current, wherein\n-11-\nDate Recue/Date Received 2020-11-20\nthe control board comprises:\na boost converter module configured to provide a gate voltage for the\nplurality of FETs greater than a source voltage for the plurality of FETs by\na predetermined voltage, and\na fast gate discharge module configured to establish a switchable path\nto ground; and\nthe control board is configured to output a signal to the power board,\nwherein\nthe control signal at a first level is configured to switch the plurality\nof FETs to a first state to allow current flow between a\nvehicle\nelectrical\nsystem and a\nbattery\nand starter circuit, and\nturn off the boost converter module; and\nthe control signal at a second level is configured to switch the\nplurality of FETs to a second state to allow current flow from the\nbattery\nand starter circuit to the\nvehicle\nelectrical\nsystem, and\nturn on the boost converter module.\n10. The apparatus according to claim 9, wherein current flow is\nprohibited from flowing from the\nvehicle\nelectrical\nsystem to the\nbattery\nand\nstarter circuit on a condition that the control signal is at the second level.\n11. The apparatus according to claim 9, wherein the control board\nfurther comprising:\na filtering module configured to provide filtering, and overvoltage,\novercurrent and reverse\nbattery\nprotection for the\nvehicle\nelectrical\nsystem\nand\nthe\nbattery\nand starter circuit; and\na protection module\nelectrically\nconnected to the boost converter module and\nthe fast gate discharge module via a logical circuit,\nwherein in an event of a short circuit the protection module is configured to\nsimultaneously turn off the plurality of FETs and the fast gate discharge\nmodule\nis configured to establish a path to ground.\n-12-\nDate Recue/Date Received 2020-11-20\n12. The apparatus according to claim 11, wherein the short circuit is\ndetected when a voltage at the\nbattery\nand starter circuit exceeds a voltage\nat the\nvehicle\nelectrical\nsystem by a short circuit threshold.\n13. The apparatus according to claim 12, wherein the short circuit\nthreshold is attained when the voltage at the\nbattery\nand starter circuit is\nequal\nto or higher than half the voltage at the\nvehicle\nelectrical\nsystem.\n14. The apparatus according to claim 11, wherein the logical circuit is\nconfigured to output a shutdown signal upon detection of the short circuit by\nthe\nprotection module.\n15. A method for current flow control in a dual\nbattery\nsystem, the\nmethod comprising:\nconnecting a plurality of field effect transistor (FETs) between a\nvehicle\nelectrical\nsystem and a\nbattery\nand starter circuit;\nconnecting a control circuit to the plurality of FETs, wherein the control\ncircuit comprises a boost converter circuit and a fast gate discharge circuit,\nreceiving a control signal from an engine control unit by the control circuit;\nswitching the plurality of FETs to a first state in response to the control\nsignal being at a first level to allow current flow between the\nvehicle\nelectrical\nsystem and a\nbattery\nand starter circuit; and\nswitching the plurality of FETs to a second state in response to the control\nsignal being at a second level to allow current flow from the\nbattery\nand\nstarter\ncircuit to the\nvehicle\nelectrical\nsystem; wherein\nin the first state the method further comprises turning off the boost\nconverter circuit and turning off the plurality of FETs, and\nin the second state the method further comprises turning on the boost\nconverter circuit to boost a gate voltage for each gate of the plurality of\nFETs\ngreater than a source voltage for each source of the plurality of FETs by a\npredetermined voltage.\n-13-\nDate Recue/Date Received 2020-11-20\n16. The method according to claim 15, wherein current flow is\nprohibited from flowing from the\nvehicle\nelectrical\nsystem to the\nbattery\nand\nstarter circuit on a condition that the control signal is at the second level.\n17. The method according to claim 15, wherein each source of the\nplurality of FETs is connected to one of the\nvehicle\nelectrical\nsystem and the\nbattery\nand starter circuit.\n18. The method according to claim 16, further comprising:\ndetecting a short circuit condition by determining if a voltage at the\nbattery\nand starter circuit exceeds a voltage at the\nvehicle\nelectrical\nsystem by a\nshort\ncircuit threshold;\ngenerating a shutdown signal; and\nsimultaneously turning off the plurality of FETs and establishing a fast gate\ndischarge path to ground upon detection of a short circuit.\n19. The method according to claim 17, wherein the short circuit\nthreshold is attained when the voltage at the\nbattery\nand starter circuit is\nequal\nto or higher than half the voltage at the\nvehicle\nelectrical\nsystem.\n20. The device according to claim 8, wherein in response to detecting a\nshort circuit the protection circuit simultaneously turns off the boost\ncircuit, the\nplurality of FETs, and switches the fast gate discharge circuit to discharge\nto\nground.\n-14-\nDate Recue/Date Received 2020-11-20 | 61/879,405 | United States of America | 2013-09-18 | L'invention concerne un dispositif et un procédé destinés à réguler la circulation de courant pour une architecture de véhicule à double batterie. L'architecture de véhicule à double batterie comprend une seconde source d'énergie (150) qui est utilisée pour supporter des charges électriques (152), telles que des systèmes radio et de navigation, pendant le redémarrage dans des situations d'arrêt-démarrage. Un dispositif de quasi-diode (105) est conçu pour séparer efficacement une batterie principale (140) et un circuit de démarrage (110) du reste du système électrique de véhicule (115) incluant la seconde source d'énergie(150). Le dispositif de quasi-diode comprend une pluralité de transistors à effet de champ (TEC) (107) qui conduit du courant dans les deux directions entre la batterie principale et le circuit de démarrage et le reste du système électrique de véhicule lorsque les TEC sont activés et qui conduit du courant uniquement de la batterie principale et du circuit de démarrage au reste du système électrique de véhicule lorsque les TEC sont désactivés, c'est-à-dire lorsque le redémarrage a lieu dans une situation d'arrêt-démarrage. | True |
| 59 | Patent 3092081 Summary - Canadian Patents Database | CA 3092081 | NaN | METHOD AND SYSTEM FOR MOUNTING AND DISMOUNTINGBATTERIESIN AVEHICLE | PROCEDE ET SYSTEME DE MONTAGE ET DE DEMONTAGE DE BATTERIES DANS UN VEHICULE | NaN | HUFF, BRIAN R., HICKEY, KYLE | NaN | 2019-02-27 | SMART & BIGGAR LP | English | ARTISAN VEHICLE SYSTEMS, INC. | CLAIMS:\n1. An\nelectric\nvehicle\n, comprising:\nan\nelectric\nmotor;\na primary\nbattery\nassembly comprising a\nbattery\npack used to power the\nelectric\nmotor, wherein the primary\nbattery\nassembly can be mounted and\ndismounted from the\nelectric\nvehicle\n;\na mounting and dismounting system capable of mounting and dismounting\nthe primary\nbattery\nassembly from the\nelectric\nvehicle\n.\n2. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\ncan\nmove from a first location to a second location after dismounting the primary\nbattery\nassembly and prior to mounting another\nbattery\nassembly.\n3. The\nelectric\nvehicle\naccording to claim 2, wherein the\nelectric\nmotor is\npowered by an onboard auxiliary\nbattery\npack when the\nbattery\npack in the\nprimary\nbattery\nassembly is disconnected.\n4. The\nelectric\nvehicle\naccording to claim 1, wherein the mounting and\ndismounting system is disposed at a front end of the\nelectric\nvehicle\n.\n5. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nis a\nhaul truck.\n54\n6. An\nelectric\nvehicle\n, comprising:\nan\nelectric\nmotor;\na primary\nbattery\nassembly comprising a\nbattery\npack used to power the\nelectric\nmotor, wherein the primary\nbattery\nassembly can be mounted and\ndismounted from the\nelectric\nvehicle\n;\nan auxiliary\nbattery\npack; and\nwherein the auxiliary\nbattery\npack powers the\nelectric\nvehicle\nwhen the\nbattery\npack in the primary\nbattery\nassembly is disconnected.\n7. The\nelectric\nvehicle\naccording to claim 6, wherein the\nelectric\nvehicle\nincludes an onboard mounting and dismounting system for mounting the primary\nbattery\nassembly to the\nelectric\nvehicle\nand for dismounting the primary\nbattery\nassembly from the\nelectric\nvehicle\n.\n8. The\nelectric\nvehicle\naccording to claim 7, wherein the auxiliary\nbattery\npack powers the mounting and dismounting system.\n9. The\nelectric\nvehicle\naccording to claim 7, wherein the onboard mounting\nand dismounting system is disposed at a front end of the\nelectric\nvehicle\n.\n10. The\nelectric\nvehicle\naccording to claim 6, wherein the primary\nbattery\nassembly includes a\nbattery\ncage for housing the\nbattery\npack.\n11. The\nelectric\nvehicle\naccording to claim 9, wherein the primary\nbattery\nassembly comprises the\nbattery\ncage and the\nbattery\npack and a second\nbattery\npack.\n12. The\nelectric\nvehicle\naccording to claim 10, wherein the first\nbattery\npack\nholds more than three times as much energy as the auxiliary\nbattery\npack.\n13. A method of replacing a first\nbattery\npack with a second\nbattery\npack\nin an\nelectric\nvehicle\n, comprising the steps of:\nmoving the\nelectric\nvehicle\nto a first location adjacent to the second\nbattery\npack, the second\nbattery\npack being located at a second location;\ndisconnecting the first\nbattery\nfrom an\nelectrical\ncircuit of the\nelectric\nvehicle\n;\ndismounting the first\nbattery\npack from\nelectric\nvehicle\nusing a mounting\nand dismounting system, wherein the mounting and dismounting system is\ndisposed on the\nelectric\nvehicle\n;\nmoving the\nelectric\nvehicle\nto a second location;\nmounting the second\nbattery\npack to the\nelectric\nvehicle\nusing the\nmounting and dismounting system; and\nconnecting the second\nbattery\nto the\nelectrical\ncircuit of the\nelectric\nvehicle\n.\n14. The method according to claim 13, wherein the\nelectric\nvehicle\nis an\nelectric\nhaul truck.\n15. The method according to claim 13, wherein second\nbattery\npack is\ndisposed on a ground surface at the second location.\n16. The method according to claim 13, wherein the first\nbattery\npack is\ncontained within a first\nbattery\ncage and wherein the second\nbattery\npack is\ncontained within a second\nbattery\ncage and wherein the mounting and\ndismounting system engages the first\nbattery\ncage and the second\nbattery\ncage.\n17. The method according to claim 16, wherein the first\nbattery\ncage holds\nat\nleast two\nbattery\npacks and wherein the second\nbattery\ncage holds at least two\nbattery\npacks.\n56\n18. The method according to claim 13, wherein after the first\nbattery\npack\nis\ndisconnected but before the second\nbattery\npack is connected, the system\noperates using power from an onboard auxiliary\nbattery\npack.\n19. The method according to claim 18, wherein the onboard auxiliary\nbattery\npack can be charged using power from the first\nbattery\npack.\n20. The method according to claim 13, wherein the step of moving the\nelectric\nvehicle\nto the second location includes using a live video feed of the second\nbattery\npack to align the mounting and dismounting system with the second\nbattery\npack.\n57 | 15/908,802 | United States of America | 2018-02-28 | Procédé et système pour échanger des batteries dans un véhicule électrique Le procédé consiste à démonter un premier ensemble batterie, à déplacer vers un second ensemble batterie et à monter le second ensemble batterie sur le véhicule. Le montage et le démontage sont réalisés par un système de montage et de démontage embarqué. Le procédé peut être utilisé dans un environnement à infrastructure nulle tel qu'une mine souterraine puisque le montage et le démontage sont réalisés par des composants sur le véhicule lui-même. Un bloc-batterie auxiliaire alimente le véhicule pendant le démontage d'un bloc-batterie et le montage d'un autre bloc-batterie. | True |
| 60 | Patent 3144987 Summary - Canadian Patents Database | CA 3144987 | NaN | MODULARELECTRICBATTERY-POWERED SYSTEMS AND METHODS | SYSTEMES ELECTRIQUES A BATTERIE MODULAIRES ET PROCEDES | NaN | HASSOUNAH, KHALED WALID | NaN | 2020-06-29 | MOFFAT & CO. | English | AMPLE, INC. | CA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\nClaims\n1. A system for powering an\nelectric\nvehicle\n, comprising:\na plurality of\nelectrically\n-coupled\nbattery\nmodules, each\nbattery\nmodule\ncomprising at least one rechargeable\nbattery\ncell capable of providing\nelectrical\npower\nto the system;\nat least one\nbattery\nhousing unit configured and arranged to support said\nbattery\nmodules, said\nbattery\nhousing unit further comprising\nelectrical\nconnection\npoints that\nelectrically\nconnect, respectively, to said\nbattery\nmodules; and\na controller configured and arranged to\nelectrically\nconnect or disconnect\nsaid\nbattery\nmodules to or from said system, and said controller selectively\nelectrically\nconnects a set of said\nbattery\nmodules to the system.\n2. The system of claim 1, said controller configured and arranged to\nconfigurably connect or isolate respective ones of the plurality of\nbattery\nmodules and\nother parts of said system.\n3. The system of claim 1, said controller configured and arranged to\nreceive\nan input signal indicative of a\nvehicle\noperating condition and to\nelectrically\nconnect or\ndisconnect one or more of said\nbattery\nmodules to the system responsive to\nsaid\nvehicle\noperating condition.\n4. The system of claim 1, said\nbattery\nhousing unit configured and arranged\nto accommodate a plurality of loading configurations so that the\nbattery\nhousing unit\nmay be loaded on demand with a variable number of said\nbattery\nmodules.\n22\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n5. The system of claim 1, further comprising an\nelectrical\npower bus\ncoupling said\nbattery\nmodules to an\nelectric\nvehicle\ndrive system.\n6. The system of claim 1, further comprising a data signaling bus coupling\nsaid controller to a\nvehicle\ncontroller.\n7. A method for powering an\nelectric\nvehicle\nusing a modular variable-\ncapacity\nelectric\npower system, the method comprising:\ndetermining a required\nelectric\ncapacity for a planned use of said\nelectric\nvehicle\n;\nplacing said\nelectric\nvehicle\nin data communication with a\nbattery\ninstallation\napparatus configured and arranged to install\nbattery\nmodules into said\nelectric\nvehicle\n;\ndetaching, using the\nbattery\ninstallation apparatus, a\nbattery\nhousing from\nthe\nelectric\nvehicle\n, the housing configured and arranged to hold a plurality of\nelectrically\n-\ncoupled\nbattery\nmodules;\ninstalling, using the\nbattery\ninstallation apparatus, one or more\nbattery\nmodules\ninto said variable-capacity\nelectric\npower system so as to additively provide\nat least\nsaid required\nelectric\ncapacity; and\nsecuring, using the\nbattery\ninstallation apparatus, said\nbattery\nhousing to\nthe\nelectric\nvehicle\nafter the one or more\nbattery\nmodules are installed into said\nbattery\nhousing.\n23\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n8. The method of claim 7, further comprising establishing a data link\nbetween said\nelectric\nvehicle\nand said\nbattery\ninstallation apparatus, and\ntransmitting\nover said data link commands that cause said\nbattery\ninstallation apparatus to\ninstall\nsaid one or more\nbattery\nmodules into said\nelectric\npower system.\n9. The method of claim 7, further comprising providing a planned\nvehicle\nroute and using said planned\nvehicle\nroute to determine the required\nelectric\ncapacity.\n10. The method of claim 7, further comprising collecting and storing\nvehicle\noperating data and using stored past\nvehicle\noperating data to determine the\nrequired\nelectric\ncapacity.\n11. The method of claim 7, further comprising collecting and storing\noperating data from\nelectric\nvehicles\nother than said\nelectric\nvehicle\n, and\nusing said\noperating data to determine the required\nelectric\ncapacity.\n12. The method of claim 11, further comprising analyzing said operating\ndata\nusing a machine learning unit to determine the required\nelectric\ncapacity.\n13. The method of claim 7, further comprising providing a user-selected\noperating mode of the\nelectric\nvehicle\nand using said user-selected operating\nmode to\ndetermine the required\nelectric\ncapacity\nvehicle\noperating condition.\n24\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n1 4. The method of claim 13, wherein the user-selected operating mode\ncomprises a commuting operating mode.\n15. The method of claim 13, wherein the user-selected operating mode\ncomprises a maximum-range operating mode.\n16. The method of claim 7, further comprising removing, using the\nbattery\ninstallation apparatus, one or more depleted\nbattery\nmodules from said\nelectric\nvehicle\nand installing said one or more\nbattery\nmodules into said\nelectric\nvehicle\ncomprises\ninstalling one or more charged\nbattery\nmodules therein.\n17. The method of claim 7, further comprising using the\nbattery\ninstallation\napparatus to increase a total number of the\nbattery\nmodules installed in the\nvariable-\ncapacity\nelectric\npower system.\n18. A method for powering an\nelectric\nvehicle\nusing a modular variable-\ncapacity\nelectric\npower system, the method comprising:\ndetermining a required\nelectric\ncapacity for a planned use of said\nelectric\nvehicle\n;\nplacing said\nelectric\nvehicle\nin data communication with a\nbattery\ninstallation\napparatus configured and arranged to install charged\nbattery\nmodules into said\nelectric\nvehicle\nand to remove depleted\nbattery\nmodules from said\nelectric\nvehicle\n;\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\ndetaching, using the\nbattery\ninstallation apparatus, a\nbattery\nhousing from\nthe\nelectric\nvehicle\n, the housing configured and arranged to hold a plurality of\nelectrically\n-\ncoupled\nbattery\nmodules;\nremoving, using the\nbattery\ninstallation apparatus, one or more of the\ndepleted\nmodules from said variable-capacity\nelectric\npower system so as to\nsubtractively\nprovide at least said required\nelectric\ncapacity; and\nsecuring, using the\nbattery\ninstallation apparatus, said\nbattery\nhousing to\nthe\nelectric\nvehicle\nafter the one or more\nbattery\nmodules are removed from said\nbattery\nhousing.\n19 The method of claim 18, further comprising using the\nbattery\ninstallation\napparatus to replace at least one of the removed depleted\nbattery\nmodules with\na\ncorresponding charged\nbattery\nmodule to provide at least said required\nelectric\ncapacity, wherein there is a net decrease in a total number of the\nbattery\nmodules\ninstalled in the variable-capacity\nelectric\npower system.\n20. The method of claim 18, further comprising establishing a data link\nbetween said\nelectric\nvehicle\nand said\nbattery\ninstallation apparatus, and\ntransmitting\nover said data link commands that cause said\nbattery\ninstallation apparatus to\nremove\nthe one or more of the depleted modules from said\nelectric\npower system.\n21. The method of claim 18, further comprising providing a planned\nvehicle\nroute and using said planned\nvehicle\nroute to determine the required\nelectric\ncapacity.\n26\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n22. The method of claim 18, further comprising collecting and storing\nvehicle\noperating data and using stored past\nvehicle\noperating data to determine the\nrequired\nelectric\ncapacity.\n23. The method of claim 18, further comprising collecting and storing\noperating data from\nelectric\nvehicles\nother than said\nelectric\nvehicle\n, and\nusing said\noperating data to determine the required\nelectric\ncapacity.\n24. The method of claim 23, further comprising analyzing said operating\ndata\nusing a machine learning unit to determine the required\nelectric\ncapacity.\n25. The method of claim 18, further comprising providing a user-selected\noperating mode of the\nelectric\nvehicle\nand using said user-selected operating\nmode to\ndetermine the required\nelectric\ncapacity\nvehicle\noperating condition.\n26. The method of claim 25, wherein the user-selected operating mode\ncomprises a commuting operating mode.\n27 | 62/868,352 | United States of America | 2019-06-28 | La présente invention concerne un système et un procédé d'alimentation de véhicules électriques et d'autres équipements. Selon certains aspects, un véhicule électrique est alimenté par un ensemble modulaire de modules de batterie qui sont amovibles lorsqu'ils sont épuisés et remplaçables individuellement par des modules récemment chargés à la demande. La détermination de la capacité totale de batterie nécessaire permet le fonctionnement du véhicule ou de la machine à l'aide de tous les modules de batterie ou de certains d'entre eux. L'invention concerne également le remplacement robotique des modules et l'entretien dans une station-service de module de batterie. | True |
| 61 | Patent 3144987 Summary - Canadian Patents Database | CA 3144987 | NaN | MODULARELECTRICBATTERY-POWERED SYSTEMS AND METHODS | SYSTEMES ELECTRIQUES A BATTERIE MODULAIRES ET PROCEDES | NaN | HASSOUNAH, KHALED WALID | NaN | 2020-06-29 | MOFFAT & CO. | English | AMPLE, INC. | CA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\nClaims\n1. A system for powering an\nelectric\nvehicle\n, comprising:\na plurality of\nelectrically\n-coupled\nbattery\nmodules, each\nbattery\nmodule\ncomprising at least one rechargeable\nbattery\ncell capable of providing\nelectrical\npower\nto the system;\nat least one\nbattery\nhousing unit configured and arranged to support said\nbattery\nmodules, said\nbattery\nhousing unit further comprising\nelectrical\nconnection\npoints that\nelectrically\nconnect, respectively, to said\nbattery\nmodules; and\na controller configured and arranged to\nelectrically\nconnect or disconnect\nsaid\nbattery\nmodules to or from said system, and said controller selectively\nelectrically\nconnects a set of said\nbattery\nmodules to the system.\n2. The system of claim 1, said controller configured and arranged to\nconfigurably connect or isolate respective ones of the plurality of\nbattery\nmodules and\nother parts of said system.\n3. The system of claim 1, said controller configured and arranged to\nreceive\nan input signal indicative of a\nvehicle\noperating condition and to\nelectrically\nconnect or\ndisconnect one or more of said\nbattery\nmodules to the system responsive to\nsaid\nvehicle\noperating condition.\n4. The system of claim 1, said\nbattery\nhousing unit configured and arranged\nto accommodate a plurality of loading configurations so that the\nbattery\nhousing unit\nmay be loaded on demand with a variable number of said\nbattery\nmodules.\n22\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n5. The system of claim 1, further comprising an\nelectrical\npower bus\ncoupling said\nbattery\nmodules to an\nelectric\nvehicle\ndrive system.\n6. The system of claim 1, further comprising a data signaling bus coupling\nsaid controller to a\nvehicle\ncontroller.\n7. A method for powering an\nelectric\nvehicle\nusing a modular variable-\ncapacity\nelectric\npower system, the method comprising:\ndetermining a required\nelectric\ncapacity for a planned use of said\nelectric\nvehicle\n;\nplacing said\nelectric\nvehicle\nin data communication with a\nbattery\ninstallation\napparatus configured and arranged to install\nbattery\nmodules into said\nelectric\nvehicle\n;\ndetaching, using the\nbattery\ninstallation apparatus, a\nbattery\nhousing from\nthe\nelectric\nvehicle\n, the housing configured and arranged to hold a plurality of\nelectrically\n-\ncoupled\nbattery\nmodules;\ninstalling, using the\nbattery\ninstallation apparatus, one or more\nbattery\nmodules\ninto said variable-capacity\nelectric\npower system so as to additively provide\nat least\nsaid required\nelectric\ncapacity; and\nsecuring, using the\nbattery\ninstallation apparatus, said\nbattery\nhousing to\nthe\nelectric\nvehicle\nafter the one or more\nbattery\nmodules are installed into said\nbattery\nhousing.\n23\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n8. The method of claim 7, further comprising establishing a data link\nbetween said\nelectric\nvehicle\nand said\nbattery\ninstallation apparatus, and\ntransmitting\nover said data link commands that cause said\nbattery\ninstallation apparatus to\ninstall\nsaid one or more\nbattery\nmodules into said\nelectric\npower system.\n9. The method of claim 7, further comprising providing a planned\nvehicle\nroute and using said planned\nvehicle\nroute to determine the required\nelectric\ncapacity.\n10. The method of claim 7, further comprising collecting and storing\nvehicle\noperating data and using stored past\nvehicle\noperating data to determine the\nrequired\nelectric\ncapacity.\n11. The method of claim 7, further comprising collecting and storing\noperating data from\nelectric\nvehicles\nother than said\nelectric\nvehicle\n, and\nusing said\noperating data to determine the required\nelectric\ncapacity.\n12. The method of claim 11, further comprising analyzing said operating\ndata\nusing a machine learning unit to determine the required\nelectric\ncapacity.\n13. The method of claim 7, further comprising providing a user-selected\noperating mode of the\nelectric\nvehicle\nand using said user-selected operating\nmode to\ndetermine the required\nelectric\ncapacity\nvehicle\noperating condition.\n24\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n1 4. The method of claim 13, wherein the user-selected operating mode\ncomprises a commuting operating mode.\n15. The method of claim 13, wherein the user-selected operating mode\ncomprises a maximum-range operating mode.\n16. The method of claim 7, further comprising removing, using the\nbattery\ninstallation apparatus, one or more depleted\nbattery\nmodules from said\nelectric\nvehicle\nand installing said one or more\nbattery\nmodules into said\nelectric\nvehicle\ncomprises\ninstalling one or more charged\nbattery\nmodules therein.\n17. The method of claim 7, further comprising using the\nbattery\ninstallation\napparatus to increase a total number of the\nbattery\nmodules installed in the\nvariable-\ncapacity\nelectric\npower system.\n18. A method for powering an\nelectric\nvehicle\nusing a modular variable-\ncapacity\nelectric\npower system, the method comprising:\ndetermining a required\nelectric\ncapacity for a planned use of said\nelectric\nvehicle\n;\nplacing said\nelectric\nvehicle\nin data communication with a\nbattery\ninstallation\napparatus configured and arranged to install charged\nbattery\nmodules into said\nelectric\nvehicle\nand to remove depleted\nbattery\nmodules from said\nelectric\nvehicle\n;\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\ndetaching, using the\nbattery\ninstallation apparatus, a\nbattery\nhousing from\nthe\nelectric\nvehicle\n, the housing configured and arranged to hold a plurality of\nelectrically\n-\ncoupled\nbattery\nmodules;\nremoving, using the\nbattery\ninstallation apparatus, one or more of the\ndepleted\nmodules from said variable-capacity\nelectric\npower system so as to\nsubtractively\nprovide at least said required\nelectric\ncapacity; and\nsecuring, using the\nbattery\ninstallation apparatus, said\nbattery\nhousing to\nthe\nelectric\nvehicle\nafter the one or more\nbattery\nmodules are removed from said\nbattery\nhousing.\n19 The method of claim 18, further comprising using the\nbattery\ninstallation\napparatus to replace at least one of the removed depleted\nbattery\nmodules with\na\ncorresponding charged\nbattery\nmodule to provide at least said required\nelectric\ncapacity, wherein there is a net decrease in a total number of the\nbattery\nmodules\ninstalled in the variable-capacity\nelectric\npower system.\n20. The method of claim 18, further comprising establishing a data link\nbetween said\nelectric\nvehicle\nand said\nbattery\ninstallation apparatus, and\ntransmitting\nover said data link commands that cause said\nbattery\ninstallation apparatus to\nremove\nthe one or more of the depleted modules from said\nelectric\npower system.\n21. The method of claim 18, further comprising providing a planned\nvehicle\nroute and using said planned\nvehicle\nroute to determine the required\nelectric\ncapacity.\n26\nCA 03144987 2021-12-22\nWO 2020/264478 PCT/US2020/040070\n22. The method of claim 18, further comprising collecting and storing\nvehicle\noperating data and using stored past\nvehicle\noperating data to determine the\nrequired\nelectric\ncapacity.\n23. The method of claim 18, further comprising collecting and storing\noperating data from\nelectric\nvehicles\nother than said\nelectric\nvehicle\n, and\nusing said\noperating data to determine the required\nelectric\ncapacity.\n24. The method of claim 23, further comprising analyzing said operating\ndata\nusing a machine learning unit to determine the required\nelectric\ncapacity.\n25. The method of claim 18, further comprising providing a user-selected\noperating mode of the\nelectric\nvehicle\nand using said user-selected operating\nmode to\ndetermine the required\nelectric\ncapacity\nvehicle\noperating condition.\n26. The method of claim 25, wherein the user-selected operating mode\ncomprises a commuting operating mode.\n27 | 62/868,352 | United States of America | 2019-06-28 | La présente invention concerne un système et un procédé d'alimentation de véhicules électriques et d'autres équipements. Selon certains aspects, un véhicule électrique est alimenté par un ensemble modulaire de modules de batterie qui sont amovibles lorsqu'ils sont épuisés et remplaçables individuellement par des modules récemment chargés à la demande. La détermination de la capacité totale de batterie nécessaire permet le fonctionnement du véhicule ou de la machine à l'aide de tous les modules de batterie ou de certains d'entre eux. L'invention concerne également le remplacement robotique des modules et l'entretien dans une station-service de module de batterie. | True |
| 62 | Patent 2777994 Summary - Canadian Patents Database | CA 2777994 | NaN | BATTERYEXCHANGING METHOD FORELECTRICVEHICLE | METHODE DE CHANGEMENT DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | PARK, JUN SEOK, KIM, WON-KYU, PARK, HEE-JEING, MOON, HEE SEOK, CHOI, WOONGCHUL, JEONG, JAYIL, YU, CHI MAN, JUNG, DO YANG, SHIN, YONG-HARK, PARK, JAE-HONG | 2015-03-17 | 2012-05-24 | GOWLING WLG (CANADA) LLP | English | KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION | WHAT IS CLAIMED IS:\n1. A method of exchanging a\nbattery\nfor an\nelectric\nvehicle\n, comprising:\n(a) transmitting, to the\nelectric\nvehicle\n, a confirmation signal that confirms\nan\nentry location of the\nelectric\nvehicle\nwhen the\nelectric\nvehicle\nenters a\nbattery\ncharge\nstation;\n(b) lowering a protection guide installed in the\nbattery\ncharge station to\nseal a\nbattery\nmounting module mounted on an upper portion of the\nelectric\nvehicle\n,\nand\ntransmitting a seal confirmation signal to the\nelectric\nvehicle\n;\n(c) determining and storing a location of the\nbattery\nmounted in the\nbattery\nmounting module using an image sensor in the\nbattery\ncharge station\n(d) ejecting a pre-mounted\nbattery\nfrom a\nbattery\nseating base of the\nbattery\nmounting module by controlling movements and operations of a\nbattery\nreplacing\nrobot\nin the\nbattery\ncharge station when unlocking information of the\nbattery\nis\ntransmitted\nfrom the\nelectric\nvehicle\n;\n(e) controlling the\nbattery\nreplacing robot to move a prepared fully charged\nbattery\ninto a location of the\nbattery\nmounting module and mounting the fully\ncharged\nbattery\non the\nbattery\nseating base in the\nbattery\ncharge station; and\n(f) transmitting mounting completion information from the\nbattery\ncharging\nstation to the\nelectric\nvehicle\n.\n2. A\nbattery\nexchange method for an\nelectric\nvehicle\n, comprising:\n(a) opening a protection cover of a\nbattery\nmounting module installed at an\nupper portion of the\nelectric\nvehicle\n, and transmitting an open signal to a\nbattery\ncharge\nstation, in the\nelectric\nvehicle\n;\n(b) releasing a locking unit of a pre-mounted\nbattery\n, and transmitting an\nunlocking signal to the\nbattery\ncharge station, in the\nelectric\nvehicle\n;\n(c) determining and storing a mounting location of the\nbattery\nusing an image\nsensor in the\nbattery\ncharge station;\n(d) controlling movements and operations of a\nbattery\nreplacing robot when the\nunlocking signal is confirmed, and ejecting the pre-mounted\nbattery\nfrom a\nbattery\nseating base of the\nbattery\nmounting module, in the\nbattery\ncharge station;\n(e) controlling movements and operations of the\nbattery\nreplacing robot to\nmove\na prepared fully charged\nbattery\ninto the\nbattery\nmounting module, and\nmounting the\nfully charged\nbattery\non the\nbattery\nseating base in the\nbattery\ncharge\nstation;\n(f) transmitting a\nbattery\nmounting completion signal from the\nbattery\ncharge\nstation to the\nelectric\nvehicle\n; and\n(g) locking the fully charged\nbattery\nafter confirming a connection of the\nbattery\nin the\nelectric\nvehicle\n.\n3. The method according to claims 1or 2, further comprising, prior to step\n(a):\n(h) confirming whether the\nelectric\nvehicle\nis a reserved\nvehicle\nwhen the\nelectric\nvehicle\nenters a body of the\nbattery\ncharge station, in the\nbattery\ncharge station;\nand\n26\n(i) transmitting an entry grant signal to the\nelectric\nvehicle\nwhen the\nelectric\nvehicle\nis reserved to confirm a type of the\nbattery\nof the\nelectric\nvehicle\n,\nand preparing\nthe fully charged\nbattery\nto be replaced in the\nelectric\nvehicle\n.\n4. The method according to claim 2, further comprising, prior to step (a):\n(j) confirming an entry location when the\nelectric\nvehicle\nenters the\nbattery\ncharge station; and\n(k) lowering a protection guide installed in the\nbattery\ncharge station to\nseal the\nbattery\nmounting module.\n5. The method according to claims 1 or 2, wherein\nstep (d) includes:\n(d-1) controlling the replacing robot to be moved to a location of the\nbattery\nand\nto be located on the\nbattery\nin the\nbattery\ncharge station; and\n(d-2) controlling the operation of the\nbattery\nreplacing robot when the\nunlocking\ninformation of the\nbattery\nis confirmed, and ejecting the pre-mounted\nbattery\nfrom the\nbattery\nmounting module.\n6. A\nbattery\nexchange method for an\nelectric\nvehicle\n, comprising:\n(a) opening a protection cover of a\nbattery\nmounting module installed at an\nupper portion of the\nelectric\nvehicle\n, and transmitting an open signal to a\nbattery\ncharge\nstation, in the\nelectric\nvehicle\n;\n(b) releasing a locking unit of a pre-mounted\nbattery\n, and transmitting an\nunlocking signal to the\nbattery\ncharge station;\n27\n(c) removing the pre-mounted\nbattery\nfrom the\nelectric\nvehicle\nand mounting a\nfully charged\nbattery\non the\nbattery\nmounting module;\n(d) receiving mounting completion information from the\nbattery\ncharge station,\nin the\nelectric\nvehicle\n;\n(e) locking the mounted fully charged\nbattery\nand transmitting a locking\nsignal\nto the\nbattery\ncharge station, in the\nelectric\nvehicle\n; and\n(f) storing, by the\nelectric\nvehicle\n,\nbattery\nexchange information and exiting\nfrom the\nbattery\ncharge station when an elevating confirmation signal of a\nbattery\nprotection guide and an exit grant signal are received from the\nbattery\ncharge\nstation.\n7. The method according to claim 6, wherein\nstep (e) includes:\n(e-1) transmitting a re-mounting request signal to the\nbattery\ncharge station\nwhen\nthe connection of the\nbattery\nis bad, in the\nelectric\nvehicle\n;\n(e-2) controlling the movement and operation of the\nbattery\nreplacing robot to\neject the\nbattery\nhaving the bad connection from the\nbattery\nseating base, in\nthe\nbattery\ncharge station; and\n(e-3) re-mounting the\nbattery\non the\nbattery\nseating base by confirming\ninformation on the mounting location of the\nbattery\nand controlling the\nmovement and\noperation of the\nbattery\nreplacing robot.\n28 | 10-2011-0052913 | Republic of Korea | 2011-06-01 | On propose une méthode de changement de batterie pour un véhicule électrique. La méthode de changement de batterie comprend (a) louverture dun couvercle de protection dun module de montage de batterie installé dans une partie supérieure du véhicule électrique, et la transmission dun signal ouvert vers une station de chargement de batterie; (b) la libération dune unité de verrouillage dune batterie prémontée et la transmission dun signal de déverrouillage à la station de chargement de batterie; (c) la détermination et le stockage dun emplacement de stockage de la batterie à laide dun capteur dimage; (d) le contrôle des mouvements et manuvres dun robot remplaçant la batterie quand le signal de déverrouillage est confirmé, et léjection de la batterie prémontée du module de montage de batterie; (e) le contrôle des mouvements et manuvres du robot remplaçant la batterie pour déplacer une batterie chargée à fond préparée dans le module de montage de batterie, et le montage de la batterie chargée à fond sur la base dassise de la batterie dans la station de chargement de batterie. | True |
| 63 | Patent 2908349 Summary - Canadian Patents Database | CA 2908349 | NaN | POWER SUPPLY DEVICE,VEHICLE, AND NON-CONTACT POWER SUPPLY SYSTEM | DISPOSITIF D'ALIMENTATION D'ELECTRICITE, VEHICULE, ET SYSTEME D'ALIMENTATION D'ELECTRICITE SANS CONTACT | NaN | TSUKAMOTO, YUKINORI | 2016-09-20 | 2014-03-24 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | 22\nThe embodiments of the invention in which an exclusive property or privilege\nis\nclaimed are defined as follows:\n1. A power supply device, characterized by comprising:\na contactless power supply unit for charging a\nbattery\nof a\nvehicle\nby\nsupplying power from a power transmission coil to a power reception coil in a\ncontactless manner by means of at least magnetic coupling;\na contact power supply unit that is\nelectrically\nconnected to a connection\nterminal that is provided to a\nvehicle\nvia a cable and that supplies power to\nthe\nbattery\nof the\nvehicle\n; and\na controller provided to a power supply device for controlling the contactless\npower supply control unit and the contact power supply unit; wherein\nthe controller\ncontinues a power supply via one power supply system and puts the power\nsupply from the other power supply system on standby, when a\nbattery\nof a\nfirst\nvehicle\nis being charged by one power supply system of either a contactless\npower\nsupply system via the contactless power supply unit or a contact power supply\nsystem via the contact power supply unit, and there is a request for power\nsupply\nfrom the other power supply system from a second\nvehicle\n, and\nwhen a connector of the cable is connected to the connection terminal of the\nfirst\nvehicle\nduring the charging of the\nbattery\nof the first\nvehicle\nvia the\ncontactless\npower supply system, a signal for stopping the power supply is transmitted via\nthe\ncontactless power supply system, and the\nbattery\nis charged with the power\nthat is\ninput from the connection terminal.\n2. A contactless power supply system provided with a\nvehicle\ncomprising a\npower reception coil and a power supply device, wherein\nthe power supply device comprises:\na contactless power supply unit for charging a\nbattery\nof a\nvehicle\nby\nsupplying power from a power transmission coil to a power reception coil in a\ncontactless manner via means of at least magnetic coupling;\n23\na contact power supply unit that is\nelectrically\nconnected to a connection\nterminal that is provided to a\nvehicle\nvia a cable and supplies power to the\nbattery\nof\nthe\nvehicle\n; and\na controller for controlling the contactless power supply control unit and the\ncontact power supply unit,\nthe\nvehicle\ncomprises:\na communication means that transmits a request signal that requests a power\nsupply to the power supply device by means of wireless communication;\na connection terminal that can be\nelectrically\nconnected to the power supply\ndevice via a cable;\na\nbattery\nthat is charged by power from the power reception coil and power\nthat is input from the connection terminal via the cable; and\na\nvehicle\nside controller for controlling the communication means, wherein\nthe power supply side controller\ncontinues to supply power via one power supply system and puts the power\nsupply from the other power supply system on standby, when a\nbattery\nof a\nfirst\nvehicle\nis being charged by one power supply system of either a contactless\npower\nsupply system via the contactless power supply unit or a contact power supply\nsystem via the contact power supply unit, and there is a request for power\nsupply\nfrom the other power supply system from a second\nvehicle\n, and\nthe\nvehicle\nside controller\nwhen detecting that a connector of the cable has been connected to the\nconnection terminal when charging the\nbattery\nvia a contactless power supply\nsystem, based on the power from the power reception coil, a signal for\nstopping the\npower supply is transmitted via the contactless power supply system, and the\nbattery\nis charged with the power that is input from the connection terminal.\n3. A\nvehicle\n, characterized by comprising:\na power reception coil for receiving power in a contactless manner from a\npower transmission coil that is provided to a power supply device by means of\nat\nleast magnetic coupling;\n24\na communication means that transmits a request signal that requests a power\nsupply to the power supply device by means of wireless communication;\na connection terminal that can be\nelectrically\nconnected to the power supply\ndevice via a cable;\na\nbattery\nthat is charged by power from the power reception coil and power\nthat is input from the connection terminal via the cable; and\na\nvehicle\nside controller for controlling the communication means, wherein\nthe charging of the\nbattery\nby the\nvehicle\nside controller is continued in a\nstate in which there is a request for a power supply from another\nvehicle\nmade\nto the\npower supply device during the charging of the\nbattery\n, and the power supply\nof the\nother\nvehicle\nis standing by,\nthe\nvehicle\nside controller\ncontinues the charging of the\nbattery\nin a state in which the power supply of\nthe other\nvehicle\nis standing by, when there is a request for a power supply\nfrom\nanother\nvehicle\nmade to the power supply device during the charging of the\nbattery\n,\nand\nwhen detecting that a connector of the cable has been connected to the\nconnection terminal during the charging of the\nbattery\nby a contactless power\nsupply\nsystem based on the power from the power reception coil, a signal for stopping\nthe\npower supply is transmitted via the contactless power supply system, and the\nbattery\nis charged with the power that is input from the connection terminal. | 2013-072256 | Japan | 2013-03-29 | La présente invention est caractérisée par le fait qu'elle comporte : une unité d'alimentation d'électricité sans contact qui fournit un courant de manière sans contact depuis une bobine de transmission d'électricité vers une bobine de réception d'électricité au moyen d'au moins un couplage magnétique, et qui charge la batterie d'un véhicule; une unité d'alimentation d'électricité avec contact qui fournit un courant à la batterie du véhicule en étant connectée électriquement par l'intermédiaire d'un câble à une borne de connexion disposée sur le véhicule; et un dispositif de commande qui commande l'unité d'alimentation d'électricité sans contact et l'unité d'alimentation d'électricité avec contact. La présente invention est en outre caractérisée par le fait que lorsque la batterie d'un premier véhicule est chargée par un procédé d'alimentation d'électricité parmi le procédé d'alimentation d'électricité sans contact de l'unité d'alimentation d'électricité sans contact et le procédé d'alimentation d'électricité avec contact de l'unité d'alimentation d'électricité avec contact, et qu'il existe une requête provenant d'un second véhicule pour une alimentation d'électricité au moyen de l'autre procédé d'alimentation d'électricité, l'alimentation d'électricité par un procédé d'alimentation d'électricité est continuée et l'alimentation d'électricité au moyen de l'autre procédé d'alimentation d'électricité est mise en veille. | True |
| 64 | Patent 3092793 Summary - Canadian Patents Database | CA 3092793 | NaN | ELECTRICHAUL TRUCK | CAMION DE TRANSPORT ELECTRIQUE | NaN | HUFF, BRIAN R., HICKEY, KYLE | NaN | 2019-02-27 | SMART & BIGGAR LP | English | ARTISAN VEHICLE SYSTEMS, INC. | CA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\nCLAIMS:\n1. An\nelectric\nvehicle\n, comprising:\na frame, a set of wheels and a bed;\nan\nelectric\npropulsion system comprising an\nelectric\nmotor and a\nbattery\npack that powers the\nelectric\nmotor, the\nbattery\npack including at least one\nbattery\ncell;\nthe\nelectric\nvehicle\nhaving a hauling capacity, the hauling capacity being a\nweight of material that can be loaded into the bed and transported by the\nelectric\nvehicle\n; and\nwherein the hauling capacity is at least 30 metric tons.\n2. The\nelectric\nvehicle\naccording to claim 1, wherein the hauling capacity\nis\nat least 35 metric tons.\n3. The\nelectric\nvehicle\naccording to claim 1, wherein the hauling capacity\nis\nat least 40 metric tons.\n4. The\nelectric\nvehicle\naccording to claim 1, wherein:\nthe set of wheels includes a front set of wheels and a rear set of wheels;\nthe\nelectric\nvehicle\nincludes a second\nbattery\npack;\nwherein the\nbattery\npack delivers power to drive the front set of wheels\nand wherein the second\nbattery\npack delivers power to drive the rear set of\nwheels.\n5. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nincludes a primary\nbattery\nassembly including the\nbattery\npack, wherein the\nelectric\nvehicle\nincludes an auxiliary\nbattery\npack, wherein the primary\nbattery\n53\nCA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\nassembly is disposed on an external portion of the frame and wherein the\nprimary\nbattery\nassembly is non-destructively removable from the frame.\n6. The\nelectric\nvehicle\naccording to claim 5, wherein the auxiliary\nbattery\npack is permanently mounted to an interior portion of the frame.\n7. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nhas\nan overall length substantially in a range between 8 and 12 meters.\n8. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nhas\nan overall width substantially in a range between 2 and 4 meters.\n9. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nhas\nan overall height substantially in a range between 2 and 3.5 meters.\n10. An\nelectric\nvehicle\nwith an exterior surface, the\nelectric\nvehicle\ncomprising:\na frame, a set of wheels and a bed;\nan\nelectric\nmotor for powering the rotation of at least one wheel in the set\nof wheels;\na\nbattery\ncage, the\nbattery\ncage housing a\nbattery\npack that powers the\nelectric\nmotor;\nwherein the\nbattery\ncage is externally mounted on the frame;\nthe\nbattery\ncage having a sidewall; and\nwherein the sidewall of the\nbattery\ncage comprises part of the exterior\nsurface of the\nelectric\nvehicle\n.\n11. The\nelectric\nvehicle\naccording to claim 10, wherein the exterior\nsurface\nincludes a front exterior surface and a side exterior surface, wherein the\nbattery\ncage has a second sidewall; wherein the sidewall comprises part of the front\n54\nCA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\nexterior surface and wherein the second sidewall comprises part of the side\nexterior surface.\n12. The\nelectric\nvehicle\naccording to claim 11, wherein the\nbattery\nassembly is\ndisposed at a front side corner of the\nelectric\nvehicle\n.\n13. The\nelectric\nvehicle\naccording to claim 10, wherein the\nbattery\nassembly is\ndisposed adjacent an occupant cab of the\nelectric\nvehicle\n.\n14. The\nelectric\nvehicle\naccording to claim 10, wherein the exterior\nsurface\nhas a top exterior surface and a bottom exterior surface, wherein the\nbattery\ncage has a top wall and a bottom wall; and wherein the top wall comprises part\nof\nthe top exterior surface and where in the bottom wall comprises part of the\nbottom exterior surface.\n15. The\nelectric\nvehicle\naccording to claim 10, wherein the\nelectric\nvehicle\nhas\na hauling capacity, the hauling capacity being a weight of material that can\nbe\nloaded into the bed and transported by the\nelectric\nvehicle\n; and wherein the\nhauling capacity is at least 30 metric tons.\n16. The\nelectric\nvehicle\naccording to claim 15, wherein the hauling\ncapacity is\nat least 40 metric tons.\n17. The\nelectric\nvehicle\naccording to claim 10, wherein the\nelectric\nvehicle\nincludes an auxiliary\nbattery\npack, and wherein the auxiliary\nbattery\npack is\nmounted within an interior of the\nelectric\nvehicle\n.\nCA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\n18. The\nelectric\nvehicle\naccording to claim 17, wherein the set of wheels\nincludes a front set of wheels and a rear set of wheels;\nwherein the\nelectric\nvehicle\nincludes a second\nbattery\npack; and\nwherein the\nbattery\npack delivers power to drive the front set of wheels\nand wherein the second\nbattery\npack delivers power to drive the rear set of\nwheels.\n19. The\nelectric\nvehicle\naccording to claim 18, wherein the second\nbattery\npack is housed within the\nbattery\ncage.\n20. The\nelectric\nvehicle\naccording to claim 19, wherein the first\nbattery\npack\nand the second\nbattery\npack are vertically stacked.\n56 | 15/908,794 | United States of America | 2018-02-28 | Camion de transport électrique à émission nulle. Le camion de transport a une capacité de transport de 40 tonnes métriques et un facteur de forme qui permet au camion de se déplacer dans des mines souterraines. Le camion comprend également un ensemble batterie primaire qui est monté à l'extérieur le long de l'avant et des côtés du camion. | True |
| 65 | Patent 2875148 Summary - Canadian Patents Database | CA 2875148 | NaN | BATTERYFORELECTRICVEHICLES | BATTERIE POUR VEHICULES ELECTRIQUES | NaN | SIMONAZZI, GIUSEPPE | NaN | 2013-05-27 | MBM INTELLECTUAL PROPERTY LAW LLP | English | META SYSTEM S.P.A. | 8\nCLAIMS\n1)\nBattery\n(1) for\nelectric\nvehicles\n, comprising\nelectric\ncharge accumulation\nmeans (2) which can be connected to at least an\nelectric\nmotor (B) of an\nelectric\nvehicle\n(A) and electronic processing means (3) suitable for managing and\ncontrolling said\nbattery\n(1) and/or said\nelectric\nvehicle\n(A), characterized\nby the\nfact that said electronic processing means (3) comprise:\n- at least a storage unit (6) of at least an identification code of said\nbattery\n(1) and/or of said\nelectric\nvehicle\n(A);\n- at least a communication unit (7) suitable for communicating with at\nleast\nan external control device (E);\n- checking means (8) operatively associated with said storage unit (6) and\nwith said communication unit (7) and suitable for checking if at least an\nidentification code received by said communication unit (7) and sent by\nsaid control device (E) corresponds to said identification code stored on the\nstorage unit (6);\n-\nactivation/deactivation means (9) suitable for activating said\nbattery\n(1)\nand/or said\nelectric\nvehicle\n(A) if said identification code received from the\nexternal control device (E) corresponds to said identification code stored\non the storage unit (6).\n2)\nBattery\n(1) according to claim 1, characterized by the fact that said\ncommunication unit (7) comprises at least a radio-frequency receiver suitable\nfor receiving said identification code from said control device (E), said\ncontrol\ndevice (E) being composed of a radio-frequency identification device.\n3)\nBattery\n(1) according to one or more of the preceding claims, characterized\nby the fact that said activation/deactivation means (9) can be associated with\nbraking means (F) of said\nelectric\nmotor (B).\n4)\nBattery\n(1) according to one or more of the preceding claims, characterized\nby the fact that said activation/deactivation means (9) can be associated with\nlocking means (G) of the speed gear of said\nelectric\nvehicle\n(A).\n5)\nBattery\n(1) according to one or more of the preceding claims, characterized\nby the fact that said storage unit (6) is suitable for storing at least a\npublic\nidentification code of said\nelectric\nbike (A) printed in correspondence to at\nleast\n9\na portion of said\nelectric\nbike (A).\n6)\nBattery\n(1) according to one or more of the preceding claims, characterized\nby the fact that it comprises connection means (10) of said\nelectric\ncharge\naccumulation means (2) to the power supply line of at least another\nvehicle\n(I),\nfor the recharge of said\nelectric\ncharge accumulation means (2).\n7)\nBattery\n(1) according to the claim 6, characterized by the fact that said\ncontrol device (E) is made up of at least an electronic device fitted on said\nother\nvehicle\n(1).\n8)\nBattery\n(1) according to the claim 6, characterized by the fact that said\ncontrol device (E) is made up of at least an electronic device integrated in\nthe\nignition key of said other\nvehicle\n(I).\n9)\nBattery\n(1) according to one or more of the claims 6, 7 and 8,\ncharacterized\nby the fact that said activation/deactivation means (9) can be associated with\ndisconnection means (11) suitable for disconnecting said connection means (10)\nfrom said\nelectric\ncharge accumulation means (2) and/or from said power\nsupply line of the other\nvehicle\n(1).\n10)\nBattery\n(1) according to one or more of the preceding claims,\ncharacterized\nby the fact that said electronic processing means (3) comprise at least an\nadditional communication unit (12) suitable for communicating with at least\none\nremote processing unit (L).\n11)\nBattery\n(1) according to one or more of the preceding claims,\ncharacterized\nby the fact that said electronic processing means (3) comprise at least a\nlocation\ndevice (13) for locating the position.\n12)\nBattery\n(1) according to one or more of the preceding claims,\ncharacterized\nby the fact that said electronic processing means (3) comprise at least a\nmeasurement device of the instantaneous acceleration/deceleration (14) of said\nelectric\nvehicle\n(A).\n13)\nBattery\n(1) according to one or more of the preceding claims,\ncharacterized\nby the fact that it comprises at least a container body (5) associable with\nsaid\nelectric\nvehicle\n(A) and suitable for housing at least said\nelectric\ncharge\naccumulation means (2) and said electronic processing means (3). | MO2012A000147 | Italy | 2012-06-01 | L'invention a trait à une batterie (1) pour véhicules électriques, qui comprend un moyen d'accumulation de charge électrique (2) pouvant être connecté au moins au moteur électrique (B) d'un véhicule électrique (A), et un moyen de traitement électronique (3) conçu pour gérer et commander ladite batterie (1) et/ou ledit véhicule électrique (A), ce moyen de traitement électronique (3) comportant : - une unité de mémoire (6) qui mémorise un code d'identification de la batterie (1) et/ou du véhicule électrique (A) ; - une unité de communication (7) adaptée à la communication avec un dispositif de commande externe (E) ; - un moyen de vérification (8) associé fonctionnellement à ladite unité de mémoire (6) et à ladite unité de communication (7) et permettant de vérifier si un code d'identification reçu par l'unité de communication (7) et envoyé par ledit dispositif de commande (E) correspond au code d'identification mémorisé par l'unité de mémoire (6) ; et - un moyen d'activation/désactivation (9) destiné à activer la batterie (1) et/ou le véhicule électrique (A) si le code d'identification reçu en provenance du dispositif de commande externe (E) correspond à celui qui a été mémorisé par l'unité de mémoire (6). | True |
| 66 | Patent 3149359 Summary - Canadian Patents Database | CA 3149359 | NaN | ELECTRICVEHICLEBATTERYNETWORK MANAGEMENT SYSTEM, METHOD ANDVEHICLE | SYSTEME DE GESTION DE RESEAU DE BATTERIE DE VEHICULE ELECTRIQUE, PROCEDE ET VEHICULE | NaN | DOOLEY, BEVAN, FORSYTH, ALEXANDER | NaN | 2020-08-26 | BORDEN LADNER GERVAIS LLP | English | JANUS ELECTRIC PTY LTD | 41\nCLAIMS:\n1. A\nbattery\nnetwork management system (1) for swappable\nbatteries\n(5)\nused in\nvehicles\n(9), the system (1) comprising:\n- at least one swappable\nbattery\n(5) to discharge\nelectrical\npower to drive\na\nvehicle\n(9); and\n- a charging station (3) to receive the swappable\nbattery\n(5), wherein;\n- the charging station (3) charges the swappable\nbattery\n(5) based on a\nfirst\ncondition that the swappable\nbattery\n(5) is authenticated by an authentication\nsystem (7); and\n- a first code (8) is associated with the swappable\nbattery\n(5) to attest\nthe\nswappable\nbattery\n(5) was charged by the charging station (3) based on the\nfirst condition;\nwherein the at least one swappable\nbattery\n(5) discharges\nelectrical\npower to\ndrive a\nvehicle\n(9) based on a second condition that:\n- the swappable\nbattery\n(5) is received in the\nvehicle\n(9) that is\nauthenticated by\nthe authentication system (7); and\n- the authentication system (7) authenticates the first code (8).\n2. A\nbattery\nnetwork management system (1) according to claim 1 further\ncomprising\nthe authentication system (7) with an associated data store (11),\nwherein the authentication system (7) stores first evidence (10) of the first\ncode (8) in\nthe data store (11), and\nwherein the authentication system (7) authenticates the first code (8) based\non the\nfirst evidence (10) in the data store (11).\n3. A\nbattery\nnetwork management system (1) according to claim 2 wherein the\nfirst\nevidence (10) is the first code (8).\n42\n4. A\nbattery\nnetwork management system (1) according to either claim 2 or 3\nwherein\nthe data store (11) comprises a distributed ledger (13).\n5. A\nbattery\nnetwork management system (1) according to claim 4 wherein the\ndata\nstore comprises a blockchain (15) based distributed ledger (13).\n6. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein the swappable\nbattery\n(5) is associated with a\nbattery\ndata\nstore (17), and\nwherein a first representation (18) of the first code (8) is stored in the\nbattery\ndata store (17).\n7. A\nbattery\nnetwork management system (1) according to claim 6, when\ndependent on\nclaim 2, wherein the authentication system (7) authenticates the first code\n(8) by comparing\nthe first representation (18) stored in the\nbattery\ndata store (17) with the\nfirst evidence (10)\nstored in the data store (11).\n8. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein to authenticate the swappable\nbattery\n(5) by the\nauthentication system (7)\nincludes: authenticating identifier(s) associated with the swappable\nbattery\n(5), or identifier(s)\nassociated with cells in the\nbattery\n(5), against corresponding records,\nstored in the data store,\nof identifiers associated with the swappable\nbattery\n(5).\n9. A\nbattery\nnetwork management system (1) according to claim 8, wherein\nthe data\nstore includes a Blockchain based distributed ledger, and the corresponding\nrecords of\nidentifiers associated with the swappable\nbattery\n(5) are stored on the\ndistributed ledger in\nencrypted form.\n10. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein to authenticate the swappable\nbattery\n(5) by the\nauthentication system (7)\nincludes: receiving one or more cell or\nbattery\ncharacteristics; and comparing\nthe one or more\ncell or\nbattery\ncharacteristics against corresponding records of cell or\nbattery\ncharacteristics of\nthe swappable\nbattery\n.\n11. A\nbattery\nnetwork management system (1) according to claim 10, wherein\nthe\ncorresponding records of cell or\nbattery\ncharacteristics are derived from a\nmodel of the cell or\n43\nbattery\ncharacteristics generated by machine learning, wherein training data\nto generate the\nmodel includes previously received cell or\nbattery\ncharacteristics.\n12. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein the authentication system (7) comprises:\n- a charger authentication processing device (21) associated with the\ncharging station\n(3) to:\n- authenticate the swappable\nbattery\n(5); and/or\n- associate the first code (8) with the swappable\nbattery\n(5).\n13. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein the authentication system (7) comprises:\n- a\nbattery\nauthentication processing device (23) associated with the\nswappable\nbattery\n(5) to:\n- authenticate the swappable\nbattery\n(5); and/or\n- associate the first code (8) with the swappable\nbattery\n(5); and/or\n- authenticate the\nvehicle\n(9) that received the swappable\nbattery\n(5);\nand/or\n- authenticate the first code (8); and/or\n- authenticate the charging station (3) that received the swappable\nbattery\n(5).\n14. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein the authentication system (7) comprises:\n- a\nvehicle\nauthentication processing device (25) associated with the\nvehicle\n(9) to:\n- authenticate the\nvehicle\n(9); and/or\n44\n- authenticate the swappable\nbattery\n(5) received in the\nvehicle\n(9);\nand/or\n- authenticate the first code (8) of the swappable\nbattery\n(5) received in the\nvehicle\n(9).\n15. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein the authentication system (7) comprises:\n- a server (27), with a server processing device (29) to:\n- authenticate the swappable\nbattery\n(5) received at the charging station\n(3);\nand/or\n- authorise the charging station (3) to charge the swappable\nbattery\n(5);\n- associate the first code (8) with the swappable\nbattery\n(5); and/or\n- authenticate the swappable\nbattery\n(5) received in the\nvehicle\n(9); and/or\n- authenticate the\nvehicle\n(9) that received the swappable\nbattery\n(5);\nand/or\n- authenticate the first code (8) of the swappable\nbattery\n(5) received in\nthe\nvehicle\n(9); and/or\n- authenticate the charging station (3); and/or\n- authenticate the swappable\nbattery\n(5); and/or\n- authenticate the\nvehicle\n(9).\n16. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims, wherein the charging station (3) further comprises a\nvehicle\ncharging\ninterface (31) to\nconnect to the\nvehicle\n(9), wherein the charging station (3) charges the\nswappable\nbattery\n(5)\nin the\nvehicle\n(9) at the charging station (3) via the\nvehicle\ncharging\ninterface (31).\n45\n17. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims further comprising a power generation (33) system to supply\nelectrical\npower to the\ncharging station (3), wherein the power generation (33) comprises at least one\nof:\n- solar power generation;\n- wind power generation;\n- hydroelectric power generation;\n- biomass power generation; and/or\n- refuse derived fuel power generation.\n18. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims further comprising power storage (35) at, or proximal, to the charging\nstation (3) to\nsupply\nelectrical\npower to the charging station (3) during peak power demand,\nand/or\ninsufficient power supply from power generation sources.\n19. A\nbattery\nnetwork management system (1) according to any one of the\npreceding\nclaims further comprising the\nvehicle\n(9).\n20. A\nbattery\nnetwork management system (1) according to any one of claims\n1 to 19,\nwherein the swappable\nbattery\n(5) comprises:\n- a first plurality of cells, or group of cells in a\nbattery\nmodule; and\n- a second plurality of cell authentication circuits configured to\nauthenticate each\ncell, or each\nbattery\nmodule,\nwherein authentication of the swappable\nbattery\n(5) with the authentication\nsystem\n(7) is dependent on the result of the second plurality of cell authentication\ncircuits\nauthenticating the first plurality of cells, or group of cells in the\nbattery\nmodule.\n21. A\nvehicle\n(101) comprising:\n46\n- a powertrain (103) to drive wheels (105) of the\nvehicle\n(101), wherein in a\nfirst\nmode the powertrain draws power from at least one swappable\nbattery\n(5)\nreceived in the\nvehicle\n(101);\n- a\nvehicle\nmaster controller (107) to:\n- verify the swappable\nbattery\n(5) received in the\nvehicle\n(101) is authorised\nto\ntransfer power to the\nvehicle\n(101), wherein authorisation includes\nconfirmation the stored\nenergy in the swappable\nbattery\n(5) was charged from an authorised charging\nstation (3),\nwherein the first mode is conditional on the\nvehicle\nmaster controller (107)\nverifying\nthe swappable\nbattery\n(5).\n22. A\nvehicle\n(101) according to claim 21 wherein the\nvehicle\nmaster\ncontroller (107) is\nfurther configured to:\n- receive (321), from the swappable\nbattery\n(5), a first representation (18)\nof a\nfirst code (8) to attest the swappable\nbattery\n(5) was charged at an\nauthorised charging station\n(3)-\n23. A\nvehicle\n(101) according to claim 22 wherein the\nvehicle\nmaster\ncontroller (107) is\nfurther configured to:\n- receive (323), from a data store (11) or a server (27), first evidence (10)\nof the\nfirst code (8), wherein the first evidence (10) is a record of the authorised\ncharging station\ncharging the swappable\nbattery\n(5),\nwherein to verify the swappable\nbattery\n(5) includes confirming the first\nrepresentation (18) corresponds to the first evidence (10).\n24. A\nvehicle\n(101) according to claim 22 wherein the\nvehicle\nmaster\ncontroller (107) is\nfurther configured to:\n47\n- send, to a server (27), the first representation (18), wherein the server\n(27) receives\nfirst evidence (10) of the first code (8) from a data store (11), wherein the\nfirst evidence (10)\nis a record of the authorised charging station charging the swappable\nbattery\n(5), and\n- receive, from the server (27), a result of a comparison of the first\nrepresentation\n(10) and the first evidence (10),\nwherein to verify the swappable\nbattery\n(5) is based on the result of the\ncomparison.\n25. A\nvehicle\n(101) according to claim 21 wherein the\nvehicle\nmaster\ncontroller (107) is\nfurther configured to:\n- receive, from the swappable\nbattery\n(5), a first identifier (111) to\nidentify the\nswappable\nbattery\n(5);\n- send, to a server (27), the first identifier (111); and\n- receive, from the server (27), a result of a comparison of the first\nidentifier\n(111) to records in a data store (11), wherein records in the data store (11)\nis evidence to attest\nthe swappable\nbattery\n(5) was charged by an authorised charging station (3),\nwherein to verify the swappable\nbattery\n(5) is based on the result of the\ncomparison.\n26. A\nvehicle\n(101) according to any one of claims 21 to 25 operable in a\nsecond mode,\nwherein in the second mode the powertrain (103) generates power from kinetic\nenergy of the\nvehicle\n(101) to\nelectrical\nenergy to charge the swappable\nbattery\n(5),\nwherein the second mode is conditional on the\nvehicle\nmaster controller (107)\nverifying the swappable\nbattery\n(5).\n27. A\nvehicle\n(101) according to any one of claims 21 to 26 operable in a\nthird mode,\nwherein the third mode is operable when the\nvehicle\nmaster contmller (107)\nfails to verify the\nswappable\nbattery\n(5) is authorised to transfer power to the\nvehicle\n(101),\n48\nwherein in the third mode, the\nvehicle\nis configured to draw a restricted\nlevel of\npower from the swappable\nbattery\n(5) to power a restricted subset of devices\nin the\nvehicle\n(101), and/or provide restricted power to the powertrain.\n28. A\nvehicle\n(101) according to any one of claims 21 to 27, wherein the\nvehicle\ncomprises a prime mover (102) and the powertrain (103) is an\nelectric\npowertrain.\n29. A\nvehicle\n(201) according to any one of claim 21 to 27, wherein the\npowertrain (203)\nis a hybrid powertrain comprising:\n- at least one internal combustion engine; and\n- at least one\nelectric\nmotor.\n30. A\nvehicle\n(101) according to either claim 28 or claim 29, wherein\nthe\nvehicle\nfurther\ncomprise at least one trailer (121), wherein the trailer (121) comprises:\n- a trailer powertrain (123) to drive trailer wheels (125), wherein in the\nfirst mode the\ntrailer powertrain draws power from the swappable\nbattery\n(5), and/or a\ntrailer swappable\nbattery\n(126),\n- a trailer controller (127) to:\n- verify the swappable\nbattery\n(5), and/or trailer swappable\nbattery\n(126), is\nauthorised to transfer power to the\nvehicle\n(101), wherein the authorisation\nincludes\nconfirmation the stored energy in the swappable\nbattery\n(5), and/or trailer\nswappable\nbattery\n(126), was charged from the authorised charging station (3),\nwherein the first mode is also conditional on the trailer controller (127)\nverifying the\nswappable\nbattery\n(5), and/or trailer swappable\nbattery\n(126).\n31. A\nvehicle\n(101) according to claim 30, wherein the trailer\ncontroller (127) operates\nas a slave to instructions from the\nvehicle\nmaster controller (107).\n49\n32. A\nvehicle\n(101) according to claim 30 or 31, further comprising at\nleast one load\nsensor (131) to measure at least one force between the prime mover (102) and\nthe trailer\n(121), wherein an output from the load sensor (131) is processed by the\nvehicle\nmaster\ncontroller (107) and/or trailer controller (127) to control the powertrain\n(103) and/or trailer\npowertrain (123) to drive, or regenerate from, the wheels (105), and/or\ntrailer wheels (125).\n33. A\nvehicle\n(101) according to claim 32 wherein the\nvehicle\nmaster\ncontroller (107)\nand/or trailer controller (127) further control the powertrain (103) and/or\ntrailer powertrain\n(123) based on topographical data, and/or historical driving data.\n34. A method (300) of authenticating a swappable\nbattery\nfor charging and\ndischarging\nin a\nbattery\nnetwork management system (1), the method comprising:\n- authenticating (310), by an authentication system (7), a swappable\nbattery\n(5)\nreceived at a charging station (3);\n- based on a result of authenticating the swappable\nbattery\n(5),\nauthorising charging\n(320) the swappable\nbattery\n(5) at the charging station (3);\n- associating (330) a first code (8) with the swappable\nbattery\n(5) to\nattest the\nswappable\nbattery\n(5) was authorised and charged at the charging station (3);\n- authenticating (340), by the authentication system (7), a\nvehicle\n(9)\nthat receives the\nswappable\nbattery\n(5) and the first code (8) of the swappable\nbattery\n(5);\n- based on a result of authenticating the\nvehicle\n(9) and the first code (8),\nauthorising\ndischarging (350)\nelectrical\npower to drive the\nvehicle\n(9).\n35. A method (300) according to claim 34, wherein the method further\ncomprises:\n- authenticating (308), by the authentication system (7), the charging\nstation (3) that\nreceives the swappable\nbattery\n(5),\nwherein charging (320) the swappable\nbattery\n(5) is conditional on a result of\nauthentication of the charging station (3).\n50\n36. A method (300) according to either claim 34 or 35, wherein the method\nfurther\ncomprises:\n- storing (332) first evidence (10) of the first code (8) in a data store\n(11),\nwherein authenticating (340) the first code (8) of the swappable\nbattery\nis\nbased on\nquerying the first evidence (10) in the data store (11).\n37. A method (300) according to any one of claims 34 to 36, wherein the\ndata store (11)\ncomprises a distributed ledger (13), and the step of storing (332) first\nevidence (10) comprises\nwriting (334) to the distributed ledger (13).\n38. A method (300) according to claim 37 wherein the data store (11)\ncomprises a\nblockchain based distributed ledger (15).\n39. A method (300) according to any one of claims 34 to 38, wherein the\nmethod further\ncomprises:\n- storing (336), in a\nbattery\ndata store (17), a first representation (18) of\nthe first code\n(8).\n40. A method (300) according to claim 39, when dependent on claim 36,\nwherein the\nstep of authenticating (340) the first code (8) comprises:\n- comparing (346) the first representation (18) stored in the\nbattery\ndata\nstore (17)\nwith the first evidence (10) stored in the data store (11).\n41. A method (300) according to any one of claims 34 to 40, wherein the\nauthentication\nsystem (7) comprises a server (7), wherein the server (7) is in conmmnication\nover a\ncommunications network (12) with at least one of the charging station (3), the\nswappable\nbattery\n(5), and the\nvehicle\n(9) and configured to perform at least one of the\nsteps in the\nmethod (300).\n42. A method (300) according to claim 41, when dependent on claim 40,\nwherein\nauthenticating (340) the first code (8) comprises:\n51\n- receiving (342), over the communication network (12) from the swappable\nbattery\n(5) and/or the\nvehicle\n(9), the first representation (18) of the first code\n(8);\n- receiving (344), from the data store (11), the first evidence (10);\n- sending (348), over the communication network (12) to the swappable\nbattery\n(5)\nand/or\nvehicle\n(9), a result of comparing (346) the first representation (8)\nwith the first\nevidence (10).\n43. A method according to claim 41, wherein the method further comprises\nthe server\n(7):\n- mceiving (343), over the communications network (12) from the swappable\nbattery\n(5) and/or the\nvehicle\n(9), a first identifier (111) to identify the swappable\nbattery\n(5);\n- comparing (345) the first identifier (111) to records in a data store (11)\nto identify,\nif any, a corresponding first code (8) to authenticate; and\n- sending (349), over the communications network (12) to the swappable\nbattery\n(5)\nand/or\nvehicle\n(9), the corresponding first code (8) or a result of\nauthenticating (340) the\ncorresponding first code (8).\n44. A method according to any one of claims 34 to 43, wherein the method\nfurther\ncomprises:\n- receiving, over the communications network (12), from the swappable\nbattery\n(5)\nand/or the\nvehicle\n(9), one or more identifiers associated with a cell, or\ngroup of cells, in the\nbattery\n(5), and\nwherein authenticating (310) the swappable\nbattery\n(5) comprises comparing the\nreceived on or more identifiers against corresponding records, stored in the\ndata store, of\nidentifiers associated with the swappable\nbattery\n(5).\n45. A method according to any one of claims 34 to 44, wherein the\nauthenticating the\nswappable\nbattery\ncomprises:\n52\n- receiving one or more cell or\nbattery\ncharacteristics; and\n- comparing the one or more cell or\nbattery\ncharacteristics against\ncorresponding\nrecords of cell or\nbattery\ncharacteristics of the swappable\nbattery\n(5).\n46. A method according to claim 45, wherein the conesponding records of\ncell or\nbattery\ncharacteristics are derived from a model of the cell or\nbattery\ncharacteristics generated by\nmachine learning, and wherein training data to generate the model includes\npreviously\nreceived cell or\nbattery\ncharacteristics.\n47. A\nvehicle\nbattery\nsystem comprising:\n- a swappable\nbattery\n(5) including: a plurality of\nbattery\nmodules (40) to\noutput\nelectrical\npower to a corresponding plurality of\nbattery\nterminals (50);\n- a\nbattery\nreceptacle (60) including a plurality of receptacle terminals\n(61) to\nelectrically\ninterface with the plurality of\nbattery\nterminals (50); and\n- an\nelectrical\ncircuit (63)\nelectrically\nconnected to the receptacle\nterminals (61),\nwherein the\nelectrical\ncircuit (63) is configured to combine power from the\nbattery\nmodules\n(40) to output a specified output voltage (70).\n48. A\nvehicle\nbattery\nsystem according to claim 47, further comprising:\n- a second\nbattery\nreceptacle including a second plurality of receptacle\nterminals to\nelectrically\ninterface with the plurality of\nbattery\nterminals (50),\nwherein the second plurality of receptacle terminals are substantially the\nsame\nconfiguration as the first plurality of receptacle terminals (61); and\n- a second\nelectrical\ncircuit\nelectrically\nconnected to the second\nplurality of\nreceptacle terminals, wherein the second\nelectrical\ncircuit (63') is\nconfigured to combine\npower from the\nbattery\nmodules (40) to output a second specified output\nvoltage (70')\ndifferent to the specified output voltage (70).\n49. A\nvehicle\nbattery\nsystem according to either claim 47 or 48 wherein the\nbattery\nreceptacle and\nelectrical\ncircuit is part of a first\nvehicle\n, and/or the\nsecond\nbattery\nreceptacle\nand second\nelectrical\ncircuit is part of a second vehicle_\nCA 03149359 2022-2-24\n53\n50. A\nbattery\nnetwork management system (1) according to any one of claims\n1 to 20\nfurther comprising the\nvehicle\nbattery\nsystem according to any one of claims\n47 to 49.\n51. A\nvehicle\n(101) comprising:\n- a chassis (80); and\n- a\nbattery\nreceptacle subframe (82), wherein the\nbattery\nreceptacle\nsubframe\nincludes at least one rigid portion (83) to support a\nbattery\n(5) received\ntherein, and\nwherein the\nbattery\nreceptacle subframe (82) is flexibly or resiliently\nmounted to the\nchassis (90), or the\nbattery\nreceptacle subframe (82) includes a flexible or\nresilient portion\n(85), to isolate or reduce transmission of torsional forces on the chassis\n(80) to the\nbattery\n(5).\n52. A\nvehicle\n(101) according to claim 51, wherein the\nbattery\nreceptacle\nsubframe (82)\nis flexibly mounted to the chassis (90) with at least one pivot.\n53. A\nvehicle\n(101) according to any one of claims 21 to 33 further\ncomprising the\nchassis (80) and\nbattery\nreceptacle subframe (82) according to claims 51 and\n52.\n54. A\nvehicle\n(101) according to claim 28 or 51, further comprising:\n- a\nbattery\ncompartment (106) with a front opening, wherein the swappable\nbattery\n(5) is inserted and extracted via the front opening.\n55. A\nvehicle\n(101) according to claim 30, further\ncomprising:\n- a\nbattery\nreceptacle at the trailer (121) configured to receive the trailer\nswappable\nbattery\n(126) from a side and/or below the trailer (121).\nCA 03149359 2022-2-24 | 2019903126 | Australia | 2019-08-27 | L'invention concerne un système de gestion de réseau de batterie (1) pour batteries échangeables (5) utilisées dans des véhicules (9), le système (1) comprenant : au moins une batterie échangeable (5) pour décharger de l'énergie électrique pour entraîner un véhicule (9) ; et une station de charge (3) pour recevoir la batterie échangeable (5). La station de charge (3) charge la batterie échangeable (5) sur la base d'une première condition selon laquelle la batterie échangeable (5) est authentifiée par un système d'authentification (7) ; et un premier code (8) est associé à la batterie échangeable (5) pour attester que la batterie échangeable (5) a été chargée par la station de charge (3) sur la base de la première condition. Ladite batterie échangeable (5) décharge de l'énergie électrique pour entraîner un véhicule (9) sur la base d'une seconde condition selon laquelle : la batterie échangeable (5) est reçue dans le véhicule (9) qui est authentifié par le système d'authentification (7) ; et le système d'authentification (7) authentifie le premier code (8). | True |
| 67 | Patent 2811039 Summary - Canadian Patents Database | CA 2811039 | NaN | SWING ARM DEVICE FORELECTRICTWO-OR THREE-WHEELEDVEHICLE | DISPOSITIF DE BRAS OSCILLANT POUR UN VEHICULE ELECTRIQUE A DEUX ROUES OU A TROIS ROUES | NaN | TSUKAMOTO, TOMOHIRO, TOMINAGA, TAKASHI, SHIBATA, KAZUMI, NISHIURA, HISAO, KATO, SEIJI, AKUTSU, SUSUMU | 2015-04-14 | 2011-09-28 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | - 23 -\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\nto be\nfitted\non an\nelectric\nvehicle\nincluding a swing arm one end of which is coupled to a\nswing\nshaft and the other end of which supports a rear wheel, an\nelectric\nmotor\nplaced at\nthe other end side of the swing arm and for driving the rear wheel, and a\ncontrol unit\nand\nbattery\nfor supplying\nelectric\npower to the\nelectric\nmotor, wherein\na charger for charging the\nbattery\nis incorporated in the swing arm.\n2. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto claim 1, wherein said control unit controls energization of the\nelectric\nmotor and\nis disposed at a front end side of the swing arm, the charger is integrally\ndisposed on\nthe control unit, while the charger includes a charge cord for external\ncharging, a\nstorage portion for storing the charge cord is provided on a\nvehicle\nbody side\nof the\nelectric\nvehicle\n, and the charge cord is routed into the storage portion from\nthe\ncontrol unit through near the swing shaft of the swing arm.\n3. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto claim 2, wherein components with small heat capacities are aggregated on a\ncontrol board that is placed at a\nvehicle\nfront side in the control unit and\ncomponents\nwith large heat capacities are disposed in a modularized manner at a rear end\nside of\nthe swing arm with respect to the control board.\n4. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto claim 2 or claim 3, wherein a storage portion for storing the charge cord\nis provided\nunder a floorboard of the\nelectric\nvehicle\n.\n- 24 -\n5. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto claim 2 or claim 3, wherein a storage portion for storing the charge cord\nis provided\nunder a step of the\nelectric\nvehicle\n.\n6. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto claim 2 or claim 3, wherein a storage portion for storing the charge cord\nis provided\nbelow a storage box of the\nelectric\nvehicle\n.\n7. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto claim 6, wherein a lid for taking out the charge cord is provided in an\nexterior\nsurface that covers the outside below the storage box.\n8. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto any one of claim 2 to claim 7, including a cap for insulation and\nwaterproofing in\na charging terminal at a tip of the charge cord.\n9. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto any one of claim 2 to claim 8, wherein the charge cord has stretchability.\n10. The swing arm device for an\nelectric\ntwo- or three-wheeled\nvehicle\naccording\nto claim 1, wherein in a meter device for indicating a\nvehicle\nstate placed on\nthe\nelectric\nvehicle\n, an indicator for confirming charge of the charger is\nprovided. | 2010-222876 | Japan | 2010-09-30 | L'invention porte sur un dispositif de bras oscillant pour un véhicule électrique à deux roues ou à trois roues comprenant une batterie et un chargeur qui sont disposés sur le bras oscillant du véhicule électrique, la batterie et le chargeur étant réduits en nombre de pièces et en poids et étant montés de manière compacte. Un dispositif de bras oscillant pour un véhicule électrique à deux roues ou à trois roues, comprend : un bras oscillant (30) ayant une extrémité qui est reliée à un arbre de pivot et l'autre extrémité qui supporte la roue arrière (WR) ou les roues arrières (WR) ; un moteur électrique (M) disposé à l'autre extrémité du bras oscillant (30) et entraînant la roue arrière (WR) ou les roues arrières (WR) ; et une batterie (56) pour fournir de l'énergie électrique au moteur électrique (M). La batterie (56) et un chargeur (200) pour charger la batterie (56) sont incorporés à l'intérieur du bras oscillant (30). | True |
| 68 | Patent 2192025 Summary - Canadian Patents Database | CA 2192025 | NaN | METHOD AND APPARATUS TO AUTOMATICALLY CONVERT TRAILER MARKER LIGHTS TO FLASHING HAZARD LIGHTS UPON DISRUPTION OF TRAILER LIGHTING POWER SUPPLIED FROM A TOWINGVEHICLE | PROCEDE ET DISPOSITIF DE TRANSFORMATION AUTOMATIQUE DES FEUX DE GABARIT D'UNE REMORQUE EN FEUX DE DETRESSE | NaN | LINK, RICHARD L., LINK, RICHARD S. | NaN | 1996-12-04 | FETHERSTONHAUGH & CO. | English | LINK, RICHARD L., LINK, RICHARD S. | We claim:\n1. A device operable, in a first mode, to transmit delighting power from a towing\nvehicle\nthrough an\nelectrical\nconnector of the towing\nvehicle\nto an\nelectrical\nconnector of a trailer\nlighting harness, lighting pigtail, and operable, in a second mode, to deliver power from a\nbattery\ncarried on the trailer, in a pulsed output, to the\nelectrical\nconnector of the trailer lighting harness,\nlighting pigtail to provide emergency actuation of lights on the trailer, said device comprising\nan\nelectrical\ninput connector for\nelectrically\nconnecting a plurality of input\nconductors, including an auxiliary lighting power conductor, in the device, with\nthe\nelectrical\nconnector of the towing\nvehicle\nlighting pigtail,\nan\nelectrical\noutput connector for\nelectrically\nconnecting a plurality of\noutput conductors in the device with the\nelectrical\nconnector of the trailer lighting\nharness,\na plurality of conductors connected to deliver, when the device is operating\nin the first mode, power from said plurality of input conductors to said plurality\nof output conductors so that the trailer lights operate in normal fashion and the\ndevice does not interfere with the normal operation of the towing\nvehicle\nlights,\na\nbattery\ncharging circuit operable to receive power from said auxiliary\nlighting power conductor and to charge a\nbattery\ncarried on the trailer,\na flasher element including conductors and selectively operable to receive\npower front a\nbattery\ncarried on the trailer and to deliver a pulsed output through\nat least one of said output conductors to the\nelectrical\nconnector of the trailer\n11\nlighting harness,\na\nbattery\noutput conductor for delivering the output of a\nbattery\ncarried on\nthe trailer to said flasher element,\na control circuit comprising a switch, said switch being operably connected\nto receive power, from the auxiliary lighting power conductor and, when it is\nreceiving power, to cause the device to operate in the first mode wherein said\nplurality of input conductors are\nelectrically\nconnected to said plurality of output\nconductors so that the trailer lights operate in normal fashion, said switch being\noperable, when it fails to receive power, to cause the device to operate in the\nsecond mode wherein said\nbattery\noutput conductor is operable, when it is\nconnected to a\nbattery\ncarried on the trailer, to deliver the output of the\nbattery\nto\nsaid flasher element through said switch and said flasher element is operable to\ndeliver a pulsed output to said plurality of output conductors.\n2. The device claimed in claim 1 which includes a second switch operable in a first position\nand inoperable in a second position to interrupt the delivery of the pulsed output of the flasher\nelement to said at least one of said plurality of output conductors when said device is operating\nin the second mode.\n3. The device claimed in claim 1 which further comprises a\nbattery\nconnected to said\nbattery\noutput conductor.\n12\n4. The device claimed in claim 3 which includes a second switch operable in a first position\nand inoperable in a second position to interrupt the delivery of the pulsed output of the flasher\nelement to said at least one of said plurality of output conductors when said device is operating\nin the second mode.\n13 | 60/008,320 | United States of America | 1995-12-07 | ppareil pour actionner en mode urgence les feux d'une remorque. L'appareil comprend un connecteur d'entrée électrique pour raccorder électriquement l'appareil avec la fiche de la queue d'éclairage d'un véhicule remorqueur, un connecteur de sortie électrique pour raccorder électriquement l'appareil avec un connecteur électrique de l'attelage d'éclairage d'une remorque, une batterie, un circuit de charge de batterie servant à recevoir le courant d'un véhicule remorqueur par le connecteur d'entrée électrique et à charger la batterie, et un circuit de commande comprenant un clignotant et un commutateur à solénoïde. Le circuit de commande sert, dans un premier mode, à raccorder électriquement la queue d'éclairage du véhicule remorqueur avec l'attelage d'éclairage de la remorque avec l'attelage d'éclairage d'un véhicule remorqueur et sert, dans un second mode, à raccorder la batterie de l'appareil, par le clignotant, à l'attelage d'éclairage de la remorque. Le commutateur à solénoïde fait passer le circuit de commande du premier mode au second mode quand le connecteur d'entrée électrique ne reçoit pas de courant. Le circuit de commande peut comporter un interrupteur actionneur. Quand l'appareil est raccordé à la queue d'éclairage du véhicule remorqueur et est actionné par l'interrupteur avec les feux du véhicule remorqueur éteints, l'appareil fait clignoter les feux de la remorque jusqu'à ce que les feux du véhicule remorqueur soient allumés. Les feux de la remorque sont ensuite asservis aux commandes d'éclairage du véhicule remorqueur jusqu'à ce que la queue d'éclairage du véhicule remorqueur cesse de fournir le courant au connecteur d'entrée électrique de l'appareil. | True |
| 69 | Patent 2721079 Summary - Canadian Patents Database | CA 2721079 | NaN | MULTIPLEBATTERYSYSTEM FOR A MOTORVEHICLE | SYSTEME DE BATTERIES MULTIPLES POUR UN VEHICULE A MOTEUR | NaN | ZOLMAN, DARON K., GOLLMER, NICHOLAS A. | NaN | 2009-04-20 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | What is claimed is:\n1. An\nelectrical\nsystem for a motor\nvehicle\ncomprising:\na first\nelectrical\npower storage sub-system;\na second\nelectrical\npower storage sub-system;\nelectrical\npower generation means for charging the first\nelectrical\npower\nstorage sub-system;\nmeans responsive to a state of charge for the second\nelectrical\npower\nstorage sub-system for transferring charge from the first\nelectrical\npower storage sub-system to the second\nelectrical\npower storage sub-\nsystem; and\nan internal combustion engine starter system connected to the second\nelectrical\npower storage sub-system for energization of the internal\ncombustion engine starter system.\n2. An\nelectrical\nsystem for a motor\nvehicle\nas set forth in claim 1, further\ncomprising:\nthe second\nelectrical\npower storage sub-system supporting a nominal\noutput voltage higher than a nominal output voltage supported by the\nfirst\nelectrical\npower storage sub-system.\n3. An\nelectrical\nsystem for a motor\nvehicle\nas set forth in claim 1, further\ncomprising:\nthe first\nelectrical\npower storage sub-system being a set of high cycle\nbatteries\n; and\nthe second\nelectrical\npower storage sub-system being a set of high output\nbatteries\n.\n4. An\nelectrical\nsystem for a motor\nvehicle\nas set forth in claim 3, wherein\nthe\nmeans for transferring comprises a\nbattery\ncharger.\n5. An\nelectrical\nsystem for a motor\nvehicle\nas set forth in claim 2, further\ncomprising:\nPage 7\nthe first\nelectrical\npower storage sub-system being a set of high cycle\nbatteries\nwith the high cycle\nbatteries\nconnected in parallel; and\nthe second\nelectrical\npower storage sub-system being a set of high output\nbatteries\nwith the starter\nbatteries\nconnected in series.\n6. An\nelectrical\nsystem for a motor\nvehicle\nas set forth in claim 5, wherein\nthe\nmeans for transferring comprises a voltage multiplier and\nbattery\ncharger and\nthe\nelectrical\nsystem further comprises means for balancing states of charge of\nthe high\noutput\nbatteries\n.\n7. A motor\nvehicle\ncomprising:\nan internal combustion engine;\nan\nelectrical\nstarter system for the internal combustion engine;\na starter\nbattery\nsystem connected to supply power on demand to the\nelectrical\nstarter system;\nan\nelectrical\ngenerator driven by the internal combustion engine;\nan\nelectrical\nsystems\nbattery\nsystem connected to be charged from the\nelectrical\ngenerator;\nelectrical\nconsumers connected to draw power from the\nelectrical\nsystems\nbattery\nsystem and the\nelectrical\ngenerator; and\nmeans responsive to a state of charge of the starter\nbattery\nsystem for\ntransferring charge from the\nelectrical\nsystems\nbattery\nsystem to the\nstarter\nbattery\nsystem.\n8. A motor\nvehicle\nas set forth in claim 7, further comprising:\na temperature sensor; and\nthe means for transferring being further responsive to temperature\nreadings supplied by the temperature sensor for controlling rate of\ntransfer of charge from the\nelectrical\nsystems\nbattery\nsystem to the\nstarter\nbattery\nsystem.\n9. A motor\nvehicle\nas set forth in claim 7, further comprising:\nPage 8\nthe\nelectrical\nsystems\nbattery\nsystem comprising a plurality of parallel\nconnected high cycle\nbatteries\n;\nthe starter\nbattery\nsystem comprising a pair of series connected\nbatteries\nto operate at a multiple of the voltage of the\nelectrical\nsystems\nbattery\nsystem; and\nthe means for transferring including means for stepping up the voltage\nfrom the\nelectrical\nsystems\nbattery\nsystem to the starter\nbattery\nsystem.\n10. A motor\nvehicle\nas set forth in claim 7, further comprising:\nthe\nelectrical\nsystems\nbattery\nsystem comprising a plurality of parallel\nconnected high cycle\nbatteries\n; and\nthe starter\nbattery\nsystem comprising a plurality of parallel connected\nbatteries\n.\n11. A multiple\nbattery\nsystem comprising:\na high cycle\nbattery\nset having a nominal output voltage;\nmeans for charging the high cycle\nbattery\nset;\na power outlet for connection to\nelectrical\nconsumers from the high cycle\nbattery\nset and the means for charging;\nan isolated\nbattery\nset having a nominal output voltage; and\nmeans responsive to deviation from the nominal output voltage of the\nisolated\nbattery\nset for transferring charge from the high cycle\nbattery\nset to the isolated\nbattery\nset and controlling rate of transfer.\n12. A multiple\nbattery\nsystem as set forth in claim 11, further comprising:\nthe means for transferring charge being further responsive to temperature\nof the isolated\nbattery\nset for controlling the rate of transfer.\n13. A multiple\nbattery\nsystem as set forth in claim 12, further comprising:\nthe nominal output voltage of the isolated\nbattery\nset being a multiple\ngreater than one of the nominal output voltage of the high cycle\nbattery\nset.\nPage 9 | 61/046,509 | United States of America | 2008-04-21 | Linvention porte sur un système électrique pour un véhicule à moteur, incluant des premier (54) et second (56) ensembles batterie. Le premier ensemble batterie alimente généralement le véhicule quant à ses charges électriques, et le second ensemble batterie alimente en énergie le système de démarreur du moteur (64, 66). Lalternateur (28) entraîné par le moteur du véhicule est connecté pour recharger le premier ensemble batterie. Pour recharger le second ensemble batterie, un chargeur (60) est connecté afin dextraire le courant du premier ensemble et de le transférer au second ensemble. | True |
| 70 | Patent 3001965 Summary - Canadian Patents Database | CA 3001965 | NaN | BATTERYBANK SUPPLY AND REPLACEMENT SYSTEM IN ANELECTRICVEHICLEFOR COMMERCIAL USE | SYSTEME D'APPROVISIONNEMENT ET D'ECHANGE DE BANC DE BATTERIES DANS UN VEHICULE UTILITAIRE ELECTRIQUE | NaN | HERNANDEZ LOPEZ, LUIS ANGEL, PICHARDO ANAYA, HUGO, HERNANDEZ JIMENEZ, JOSE DE JESUS, ORTEGA NOLASCO, LEONARDO DANIEL, MARTINEZ DORANTES, ARTURO, GARCIA MENDEZ, JORGE ALEJANDRO, NAVA ORTIZ, CARLOS | 2023-08-29 | 2016-09-21 | SMART & BIGGAR LP | English | GRUPO BIMBO, S.A.B. DE C.V. | 33\nCLAIMS:\n1. A\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\n, comprising:\nan\nelectric\nvehicle\nfor commercial use comprising a three-\nphase\nelectric\nmotor mechanically coupled to a gearbox;\nan electronic control device having an independent\nswitched-mode power supply, wherein the electronic control\ndevice manages and communicates data related to operating\nvariables of the\nelectric\nvehicle\n;\nat least one sensor for measuring the operating variables\nof the\nelectric\nvehicle\n;\na digital dashboard comprising a plurality of measuring\ninstruments relative to the parameters measured by the sensors\nof the\nvehicle\n;\na controller manages and controls the operating variables\nof the\nelectric\nmotor by means of an electronic acceleration\nmodule;\na gearshift for making changes in the speed of the\nelectric\nvehicle\n;\na metal mounting structure that attaches to the\nvehicle\nchassis through fastening means, said metal mounting structure\ncomprising a left rail and a right rail arranged in a parallel\nand spaced manner relative to each other, forming an area wherein\nthe supporting structure of a removable\nbattery\nbank slides,\nwherein each rail comprises a series of wheels attached to a\nwheel angle base through fastening means;\n34\na removable\nbattery\nbank consisting of at least eight\nbatteries\nconnected in a series and/or parallel arrangement,\nwherein said\nbattery\nbank is mounted on a supporting structure,\nsaid\nbattery\nbank is mechanically coupled to the metal mounting\nstructure of the\nvehicle\n;\na handling device comprising a metal movable base consisting\nof a left rail and a right rail, which form an area wherein the\nsupporting structure of the removable\nbattery\nbank is displaced\nand engaged, outside the\nelectric\nvehicle\nfor transportation and\nreplacement.\n2. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: each rail of\nthe metal mounting structure comprises a series of wheels\nfastened to a wheel angle base through fastening means; wherein\neach wheel angle base is attached to the inner bottom surface\nof each rail of the metal mounting structure.\n3. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: the metal\nmounting structure comprises a stop that confines the distance\nbetween the left rail and the right rail, in addition to limiting\nthe sliding and coupling of the\nbattery\nbank supporting structure\nin the metal mounting structure.\n35\n4. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to any one of claims 1 to 3, wherein:\neach of the left and right rails of the metal mounting structure\ncomprise at least one pair of fastening means which are attached\nor welded on the bottom outer surface of each rail to attach the\nmetal mounting structure to the\nelectric\nvehicle\nchassis.\n5. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: each wheel is\nmounted on the respective left rail or right rail of the metal\nmounting structure by means of a screw and a nut, wherein each\nscrew passes through the rail and the wheel angle base, which\nserves as a rotation axis for the respective wheel.\n6. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 4, wherein: the fastening\nmeans for each of the left and right rails of the metal mounting\nstructure comprise at least one hole for fastening the metal\nmounting structure to the\nelectric\nvehicle\nchassis.\n7. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: the\nbatteries\nthat make up the removable\nbattery\nbank are attached to the\nsupporting structure through at least one fastening means.\n8. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: the supporting\n36\nstructure is sized according to the size and number of\nbatteries\n,\nwherein said supporting structure comprises a pair of side\nflanges which are inserted into the rails of the metal mounting\nstructure of the\nelectric\nvehicle\n, for sliding and attachment,\nmaintaining the removable\nbattery\nbank fixed on the\nelectric\nvehicle\nwithout unwanted vibrations or displacement.\n9. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: the removable\nbattery\nbank further comprises a pair of connectors to facilitate\nits connection or disconnection with the\nelectrical\nsystem of\nthe\nvehicle\n.\n10. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: each rail of the\nhandling device comprises a series of wheels fastened to a wheel\nangle base through fastening means; wherein each wheel angle\nbase is attached at the inner bottom surface of each rail through\nwelding.\n11. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 10, wherein: each wheel is\nmounted on the respective rail by means of a screw and a nut,\nwherein each screw passes through the respective rail and the\nwheel angle base, which serves as a rotation axis for the\nrespective wheel.\n37\n12. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: the handling\ndevice further comprises a stop at one end of each rail of the\nhandling device, which limits the sliding of the supporting\nstructure of the removable\nbattery\nbank on said rails of the\nhandle device, when the removable\nbattery\nbank is removed from\nthe metal mounting structure of the\nelectric\nvehicle\n.\n13. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: the rails of the\nhandling device are mounted on a front structure and a rear\nstructure, wherein the front structure consists of two columns\nwhich are joined together by a top supporting element and a\nbottom reinforcement element, wherein each of the columns\ncomprises at its lower end a wheel that provides mobility to the\nhandling device.\n14. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 13, wherein: the rear\nstructure, consists of two columns which are joined together by\nan top supporting element and a bottom reinforcement element,\nwherein each of the columns comprise at their lower end a wheel\nthat provides mobility to the handling device.\n15. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 13, wherein: the rails of\nthe handling device are mounted on the top supporting elements\n38\ncorresponding to the front and rear structures, wherein a\nconnecting element is attached to the center of each bottom\nreinforcement element, connecting the front and rear structures\nin addition to providing reinforcement to the handling device.\n16. The\nbattery\nbank supply and replacement system in an\nelectric\nvehicle\naccording to claim 1, wherein: the dimensions\nof the space between the left and right rails of the metal\nmounting structure and the dimensions of the space between the\nleft and right rails of the handling device are the same, wherein\nsaid dimensions depend on the number and physical characteristics\nof the\nbatteries\nthat make up the removable\nbattery\nbank.\n17. An\nelectric\nvehicle\nfor commercial use, comprising:\na three-phase\nelectric\nmotor mechanically coupled to a\ngearbox;\nan electronic control device having an independent\nswitched-mode power supply, wherein the electronic control\ndevice manages and communicates data related to operating\nvariables of the\nelectric\nvehicle\n;\nat least one voltage sensor that measures\nbattery\nbank\nvoltage;\nat least one current sensor that measures the current\nconsumption of said\nbattery\nbank;\nat least one temperature sensor that measures a motor\ntemperature;\n39\nat least one acceleration sensor that measures the\nacceleration variables of the\nvehicle\n;\na braking system comprising at least one vacuum sensor which\nactivates a vacuum pump for smooth and safe braking;\na digital dashboard comprising a plurality of measuring\ninstruments relative to the parameters measured by the sensors\nof the\nvehicle\n;\na controller manages and controls the operating variables\nof the\nelectric\nmotor by means of an electronic acceleration\nmodule;\na gearshift for making changes in the speed of the\nelectric\nvehicle\n;\na cargo bay, a metal mounting structure that attaches to\nthe\nvehicle\nchassis through fastening means, said metal mounting\nstructure comprises a left rail and a right rail arranged in\nparallel to and spaced apart from each other, forming an area\nwhere on the supporting structure of a removable\nbattery\nbank\nslides, wherein each rail comprises a series of wheels attached\nto a wheel angle base by fastening means;\na removable\nbattery\nbank consisting of at least eight\nbatteries\nconnected in a series and/or parallel arrangement,\nwherein said\nbattery\nbank is mounted on a supporting structure,\nsaid\nbattery\nbank is mechanically coupled to the metal mounting\nstructure of the\nvehicle\n.\n40\n18. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the independent switched-mode power supply of\nthe electronic control device is highly efficient.\n19. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the plurality of measuring instruments of the\ndashboard display the speed of the\nelectric\nvehicle\n, motor\ntemperature, as well as an audible alarm.\n20. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the plurality of measuring instruments of the\ndashboard display the charge level of the removable\nbattery\nbank\nand a series of visual alarms.\n21. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, further comprising:\na pair of mechanical switches that are each arranged in the\nelectric\nvehicle\nchassis to detect the cab door status.\n22. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, further comprising:\na mechanical switch that is mounted on the cargo bay of the\nvehicle\nto detect the cargo bay door status.\n23. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the braking system comprising a vacuum pump,\na handbrake lever, a vacuum pump that assists the vacuum servo\n41\nbooster and the vacuum sensor detecting the vacuum generated in\nthe tank or reservoir.\n24. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, further comprising:\nan auxiliary\nbattery\nfor supplying all the cab systems,\nlights and the vacuum pump that assists the vacuum servo booster\nof the braking system.\n25. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, further comprising:\nan inertial cut-off switch that "opens" the circuit in the\nevent of a collision, preventing the flow of energy to deactivate\nthe operation of the\nelectric\nvehicle\n.\n26. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, further comprising:\nan SCR type charger, which controls the state of the\nbatteries\nbased on the current demand by means of equalization\nand float stage, in an electronic manner.\n27. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, further comprising:\nan electronic acceleration module that operates\nmechanically in connection with the controller, through which\nthe acceleration of the\nelectric\nvehicle\nis controlled.\n42\n28. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the controller converts the 96 volts of direct\ncurrent supplied by the\nbattery\nbank to a three-phase alternating\ncurrent variable voltage that feeds the\nelectric\nmotor, whereby\nsaid controller manages and controls the operating variables of\nthe\nelectric\nmotor such as: revolutions per minute, torque,\nlimits of current consumption, motor acceleration and operation\nbased on the detected motor temperature, by means of a previously\nestablished control logic.\n29. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the dashboard works in conjunction with the\nelectronic control device and the controller through wired\nconnection means.\n30. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the handbrake lever comprises a mechanism and\na mechanical switch mounted on said mechanism to detect the\nhandbrake lever status.\n31. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the voltage sensor, the current sensor, the\ntemperature sensor, the acceleration sensor and the vacuum sensor\ncomprise an\nelectrical\ncommunication with the electronic control\ndevice which manages and communicates the data of the variables\ndetected during the operation of the\nelectric\nvehicle\n.\n43\n32. The\nelectric\nvehicle\nfor commercial use according to\nclaim 17, wherein: the gearbox of the\nvehicle\nis adjusted at a\nspeed and through a selector button that moves to forward,\nneutral or reverse, reversing the polarity of the motor, if the\nselector button is in the neutral position, it sends information\nto the electronic control device so that the\nvehicle\ndoes not\nmove even if the accelerator pedal is pressed or all the safety\nconditions have been met, if the selector button is pressed to\nforward, a signal is sent to the electronic control device so\nthat the truck can move forward, wherein the engine rotation is\nconstantly monitored to ensure that the motor does not change\ndirection until it has come to a complete stop and the\nrevolutions per minute are zero and the selector button has been\npressed to reverse. | MX/a/2015/014520 | Mexico | 2015-10-15 | La présente invention concerne un système d'approvisionnement et d'échange de banc de batteries dans un véhicule électrique, notamment pour un véhicule électrique utilisé pour la distribution de produits commerciaux. Le système de la présente invention comprend un banc de batteries assemblé dans une structure métallique qui se couple structurellement à une structure métallique de sertissage placée sur le véhicule électrique et un dispositif de manipulation qui consiste en une base mobile. La base mobile est alignée et fixée à la structure métallique de sertissage du véhicule pour extraction du banc de batteries du véhicule vers le dispositif de manipulation ou inversement. | True |
| 71 | Patent 2252164 Summary - Canadian Patents Database | CA 2252164 | NaN | METHOD FOR EQUALIZING THE VOLTAGE OF TRACTIONBATTERYMODULES OF A HYBRIDELECTRICVEHICLE | METHODE D'EQUILIBRAGE DE LA TENSION DES MODULES D'UNE BATTERIE DE TRACTION D'UN VEHICULE ELECTRIQUE HYBRIDE | NaN | HOFFMAN, DAVID W., JR., GREWE, TIMOTHY M. | 2005-12-20 | 1998-10-27 | OSLER, HOSKIN & HARCOURT LLP | English | BAE SYSTEMS CONTROLS, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A method for tending to equalize the\nvoltages of the modules of a traction\nbattery\nof a\nhybrid\nelectric\nvehicle\n, which traction\nbattery\nis made\nup of a plurality of series-connected modules, said\nmethod being performed by a programmed processor, and\ncomprising the steps of:\nwhile said\nvehicle\nis in operation,\nsensing the voltages of each of said modules under\nconditions approximating a selected load condition, to\nthereby produce sensed module voltages;\nat least temporarily storing a\nrepresentation of said sensed module voltages to\nthereby produce stored sensed module voltages;\nsorting at least some of said voltages\ninto at least one ordered ranking;\nselecting from said at least one ordered\nranking one of said modules which has a stored sensed\nvoltage near the maximum of said ranking, to thereby\nidentify a high module;\nselecting from said at least one ordered\nranking another one of said modules which has a stored\nsensed voltage near the minimum of said ranking, to\nthereby identify a low module; and\npartially discharging said high module,\nand coupling the energy made available by said partial\ndischarging to charge said low module.\n2. A method according to claim 1, wherein\nsaid step of discharging said high module is performed\nuntil the voltage of one of said high module and said\nlow module reaches a selected voltage.\n-41-\n3. A method according to claim 2, wherein\nsaid selected voltage is an average which includes the\nvoltages of at least some of those modules of said\ntraction\nbattery\nwhich are not said high module and\nsaid low module.\n4. A method according to claim 1, wherein\nsaid step of partially discharging said high module,\nand coupling the energy made available by said\ndischarging to charge said low module, includes the\nstep of at least partially discharging said high module\nto an auxiliary\nbattery\n, and at least partially\ndischarging said auxiliary\nbattery\nto said low module.\n5. A method according to claim 1, wherein:\nsaid step of sorting at least some of\nsaid voltages into at least one ordered ranking\nincludes sorting said at least some of said voltage\nobtained when said traction\nbattery\nis in a state of\nsignificant charging into a first ordered ranking, and\nsorting at least others of said voltages obtained when\nsaid traction\nbattery\nis in a state of significant\ndischarge into a second ranking; and\nselecting from said at first ordered\nranking said one of said modules which has a stored\nsensed voltage near the maximum of said first ordered\nranking, to thereby identify said high module;\nselecting from said at second ordered\nranking said another one of said modules which has a\nstored sensed voltage near the maximum of said second\nordered ranking, to thereby identify said low module.\n-42-\n6. A method for determining if a module is\ndefective, where the module is series-connected in a\nbattery\nsubject to an intermittent discharge load and\nintermittent charging, both at varying current, said\nmethod comprising the steps of:\nwhile said\nbattery\nis supplying load\ncurrent at a significant fraction of its full-load\ncapability, sensing the voltages of each of said\nmodules, to thereby produce sensed module discharge\nvoltages;\nat least temporarily storing a\nrepresentation of said sensed module discharge voltages\nto thereby produce stored module discharge voltages;\nsorting at least some of said stored\nmodule discharge voltages into a first ordered ranking;\nwhile said\nbattery\nis receiving charging\ncapability, sensing the voltages of each of said\nmodules, to thereby produce sensed module charge\nvoltages;\nat least temporarily storing a\nrepresentation of said sensed module charge voltages to\nthereby produce stored module charge voltages;\nsorting at least some of said stored\nmodule charge voltages into a second ordered ranking;\nselecting from said at first ordered\nranking one of said modules which has a stored\ndischarge voltage near the minimum of said first\nranking, to thereby identify a low module;\naveraging said stored module discharge\nvoltages to produce an average module discharge\nvoltage;\naveraging said stored module charge\nvoltages to produce an average module charge voltage;\n-43-\ntaking the difference between said\nstored discharge voltage of said low module and said\naverage module discharge voltage, to produce a low\nmodule discharge voltage difference;\ncomparing said low module discharge\nvoltage difference with a threshold value, and deeming\nsaid low module to have a first indicium of a bad\nmodule if said low module discharge voltage difference\nexceeds said threshold;\ntaking the difference between said\nstored charge voltage of said low module and said\naverage module charge voltage, to produce a low module\ncharge voltage difference;\ncomparing said low module charge voltage\ndifference with a threshold value, and deeming said low\nmodule to have a second indicium of a bad module if\nsaid low module charge voltage difference exceeds said\nthreshold;\ndetermining where, within said second\nranking, said stored charge voltage of said low module\noccurs, and if it occurs within a specified region of\nsaid ranking, deeming said low module to have a third\nindicium of a bad module; and\ndeeming said low module to be defective\nif said first, second, and third indicia of a bad\nmodule coexist.\n7. A method according to claim 6, further\ncomprising the step of saving a signal indicative of\nthe deeming of said low module to be defective.\n8. A method for determining if a module is\ndefective, where the module is series-connected in a\n-44-\nbattery\nsubject to an intermittent discharge load and\nintermittent charging, both at varying current, said\nmethod comprising the steps of:\nwhile said\nbattery\nis supplying load\ncurrent at a significant fraction of its full-load\ncapability, sensing the voltages of each of said\nmodules, to thereby produce sensed module discharge\nvoltages;\nat least temporarily storing a\nrepresentation of said sensed module discharge voltages\nto thereby produce stored module discharge voltages;\nsorting at least some of said stored\nmodule discharge voltages into a first ordered ranking;\nwhile said\nbattery\nis receiving charging\ncurrent at a significant fraction of its maximum\ncharging capability, sensing the voltages of each of\nsaid modules, to thereby produce sensed module charge\nvoltages;\nat least temporarily storing a\nrepresentation of said sensed module charge voltages to\nthereby produce stored module charge voltages;\nsorting at least some of said stored\nmodule charge voltages into a second ordered ranking;\nselecting from said second ordered\nranking another one of said modules which has a stored\ncharge voltage near the maximum of said ranking, to\nthereby identify a high module;\naveraging said stored module discharge\nvoltages to produce an average module discharge\nvoltage;\naveraging said stored module charge\nvoltages to produce an average module charge voltage;\n-45-\ntaking the difference between said\nstored discharge voltage of said high module and said\naverage module discharge voltage, to produce a high\nmodule discharge voltage difference;\ncomparing said high module discharge\nvoltage difference with a threshold value, and deeming\nsaid high module to have a first indicium of a bad\nmodule if said high module discharge voltage difference\nexceeds said threshold;\ntaking the difference between said\nstored charge voltage of said high module and said\naverage module charge voltage, to produce a high module\ncharge voltage difference;\ncomparing said high module charge\nvoltage difference with a threshold value, and deeming\nsaid high module to have a second indicium of a bad\nmodule if said high module charge voltage difference\nexceeds said threshold;\ndetermining where, within said first\nranking, said stored discharge voltage of said high\nmodule occurs, and if it occurs within a specified\nregion of said first ranking, deeming said high module\nto have a third indicium of a bad module; and\ndeeming said high module to be defective\nif said first, second, and third indicia of a bad\nmodule coexist.\n9. A method according to claim 8, further\ncomprising the step of saving a signal indicative of\nthe deeming of said high module to be defective.\n10. A method for tending to equalize the\nvoltages of series-connected modules of a traction\n-46-\nbattery\nof a\nvehicle\ndriven, at least in part, by an\nelectrical\nmotor, said method comprising the steps of:\ndetermining, from among said modules of\nsaid traction\nbattery\n, which one of said modules has\nthe lowest voltage under some load condition;\ndetermining, from among said modules of\nsaid traction\nbattery\n, which one of said modules has\nthe highest voltage under said load condition;\npartially discharging said module having\nthe highest voltage, and using at least some of the\nenergy derived from said partial discharging of said\nmodule having the highest voltage to charge an\nauxiliary\nbattery\ncarried by said\nvehicle\n, which is not\npart of said traction\nbattery\n;\npartially discharging said auxiliary\nbattery\n; and\nusing at least some of the energy\nderived from said step of partially discharging of said\nauxiliary\nbattery\nto charge said module having said\nlowest voltage.\n11. A method according to claim 10, wherein\nsaid step of partially discharging said auxiliary\nbattery\nprecedes said step of partially discharging\nsaid module having the highest voltage.\n12. A method according to claim 10, wherein\nsaid step of partially discharging said module having\nthe highest voltage is concurrent with said step of\nusing at least some of the energy derived from said\npartial discharging of said auxiliary\nbattery\nto charge\nsaid module having said lowest voltage.\n-47- | 08/961,571 | United States of America | 1997-10-30 | Véhicule électrique hybride incluant une batterie de traction plomb-acide constituée d'une pluralité de modules reliés en série. Pendant le fonctionnement du véhicule, la batterie de traction est déchargée pour une accélération, et chargée par une alimentation auxiliaire. Afin d'optimiser la capacité de la batterie de traction pour accepter un courant de charge de régénération, et afin de produire un courant de moteur de traction utile, les modules de la batterie de traction sont égalisés pendant le fonctionnement normal du véhicule électrique hybride. | True |
| 72 | Patent 2910934 Summary - Canadian Patents Database | CA 2910934 | NaN | LARGEELECTRICVEHICLEPOWER STRUCTURE AND ALTERNATING-HIBERNATIONBATTERYMANAGEMENT AND CONTROL METHOD THEREOF | STRUCTURE D'ALIMENTATION DE VEHICULE ELECTRIQUE A GRANDE ECHELLE ET METHODE ASSOCIEE DE CONTROLE ET DE GESTION DE BATTERIE EN ALTERNANCE D'HIBERNATION | NaN | YANG, ANTHONY AN-TAO, CHEN, GORDON CHING | 2019-02-26 | 2014-04-30 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. An alternating-hibernation\nbattery\nmanagement and control method for a\npower\nstructure of a large\nelectric\nvehicle\n, the power structure of the large\nelectric\nvehicle\ncomprising a vehicular computer with a sorting controller, plural\nconfiguration-variable\nseries-type\nbattery\nboxes in parallel connection and a driving device, each of\nthe plural\nconfiguration-variable series-type\nbattery\nboxes comprising plural\nbattery\nmodules in series\nconnection, the alternating-hibernation\nbattery\nmanagement and control method\ncomprising\nsteps of:\n(a) the vehicular computer calculating a required number of\nbattery\nmodules\nand a\nrequired number of configuration-variable series-type\nbattery\nboxes according\nto a\nvehicle\n-\ndriving demand of the driving device;\n(b) the sorting controller calculating module scores of all\nbattery\nmodules,\nand\ngenerating a\nbattery\nmodule sorting result of each configuration-variable\nseries-type\nbattery\nbox according to the module scores;\n(c) the sorting controller enabling the required number of\nbattery\nmodules\nwith the\nhighest module scores in each configuration-variable series-type\nbattery\nbox\naccording to the\nrequired number of\nbattery\nmodules and the\nbattery\nmodule sorting result of\neach\nconfiguration-variable series-type\nbattery\nbox;\n(d) the sorting controller calculating a\nbattery\nbox score of each\nconfiguration-variable\nseries-type\nbattery\nbox according to the module scores of the enabled\nbattery\nmodules in each\nconfiguration-variable series-type\nbattery\nbox, and generating a\nbattery\nbox\nsorting result\naccording to the\nbattery\nbox score; and\n(e) the sorting controller controlling at least one configuration-variable\nseries-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result to be in a\nhibernation mode.\n2. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 1 wherein in the\nstep (a), the\nvehicular computer detects or forecasts a motor speed of the\nelectric\nvehicle\n,\ncalculates a DC\nbus voltage according to the motor speed, and determines the required number\nof\nbattery\n26\nmodules according to the DC bus voltage.\n3. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 1, wherein in the\nstep (a), the\nvehicular computer detects or forecasts a motor torque of the\nelectric\nvehicle\n, and determines\nthe required number of configuration-variable series-type\nbattery\nboxes\naccording to the motor\ntorque.\n4. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 1, wherein in the\nstep (b), the module\nscore of each\nbattery\nmodule is defined according to a state of charge, a\nstate of health or a\ntemperature information of the\nbattery\nmodule.\n5. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 1, wherein in the\nstep (c), the\nbattery\nmodule that is not enabled is further connected to a bypass loop.\n6. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 1, wherein in the\nstep (d), the module\nscores of the enabled\nbattery\nmodules in the step (c) are accumulated as the\ncorresponding\nbattery\nbox score.\n7. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 1, wherein in the\nstep (e), at least one\npower transistor corresponding to the at least one configuration-variable\nseries-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result is controlled to\ndisconnect the\nconfiguration-variable series-type\nbattery\nbox from the driving device, so\nthat the\nconfiguration-variable series-type\nbattery\nbox is in the hibernation mode.\n8. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\n27\nstructure of the large\nelectric\nvehicle\naccording to claim 1, further\ncomprising a step of (f)\nperforming a real-time dynamic update so as to trigger an alternating-\nhibernation switching\nprocess.\n9. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 8, wherein in the\nstep (f), the\nalternating-hibernation switching process is triggered at a predetermined time\ninterval.\n10. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 8, wherein in the\nstep (f), the\nalternating-hibernation switching process is triggered according to a change\namount of the\nbattery\nbox score.\n11. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 8, wherein in the\nstep (f), the\nalternating-hibernation switching process is triggered according to a change\namount of the\nmodule score.\n12. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 8, wherein in the\nstep (f), the\nalternating-hibernation switching process is triggered according to a change\namount of the\nvehicle\n-driving demand.\n13. An alternating-hibernation\nbattery\nmanagement and control method for a\npower\nstructure of a large\nelectric\nvehicle\n, the power structure of the large\nelectric\nvehicle\ncomprising plural configuration-variable series-type\nbattery\nboxes in parallel\nconnection, each\nof the plural configuration-variable series-type\nbattery\nboxes comprising\nplural\nbattery\nmodules in series connection, the alternating-hibernation\nbattery\nmanagement\nand control\nmethod comprising steps of:\nperforming a\nbattery\nmodule sorting process for calculating module scores of\nall\nbattery\nmodules and sorting the\nbattery\nmodules of each configuration-variable\nseries-type\n28\nbattery\nbox to obtain a\nbattery\nmodule sorting result according to the module\nscores, and\nallowing at least one\nbattery\nmodule in the last rank of the\nbattery\nmodule\nsorting result to be\nin a hibernation mode; and\nperforming a\nbattery\nbox sorting process for calculating\nbattery\nbox scores of\nall\nconfiguration-variable series-type\nbattery\nboxes and sorting the plural\nconfiguration-variable\nseries-type\nbattery\nboxes according to the\nbattery\nbox scores to obtain a\nbattery\nbox sorting\nresult, and allowing at least one configuration-variable series-type\nbattery\nbox in the last rank\nof the\nbattery\nbox sorting result to be in the hibernation mode.\n14. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 13, wherein in the\nbattery\n' module\nsorting process, module scores of the\nbattery\nmodules of each configuration-\nvariable series-\ntype\nbattery\nbox are calculated, and the\nbattery\nmodule sorting result of each\nconfiguration-\nvariable series-type\nbattery\nbox is obtained according to the module scores.\n15. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 14, wherein the\nmodule score of each\nbattery\nmodule is defined according to a state of charge, a state of health or\na temperature\ninformation of the\nbattery\nmodule.\n16. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 13, wherein after\nthe at least one\nbattery\nmodule in the last rank of the\nbattery\nmodule sorting result is\nconnected to a bypass\nloop, the at least one\nbattery\nmodule in the last rank of the\nbattery\nmodule\nsorting result is in\nthe hibernation mode.\n17. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 14, wherein in the\nbattery\nbox sorting\nprocess,\nbattery\nbox scores of the plural configuration-variable series-type\nbattery\nboxes are\ncalculated, and the\nbattery\nbox sorting result is obtained according to the\nbattery\nbox scores.\n29\n18. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 17, wherein the\nmodule scores of\nenabled\nbattery\nmodules of each configuration-variable series-type\nbattery\nbox\nare\naccumulated as the corresponding\nbattery\nbox score.\n19. The alternating-hibernation\nbattery\nmanagement and control method for\nthe power\nstructure of the large\nelectric\nvehicle\naccording to claim 13, wherein after\nthe at least one\nconfiguration-variable series-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result\nis\nelectrically\ndisconnected through a corresponding power transistor, the at\nleast one\nconfiguration-variable series-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result\nis in the hibernation mode.\n20. A power structure of a large\nelectric\nvehicle\n, the power structure\ncomprising:\nplural configuration-variable series-type\nbattery\nboxes connected with each\nother in\nparallel, wherein each of the plural configuration-variable series-type\nbattery\nboxes comprises\nplural\nbattery\nmodules, and the plural\nbattery\nmodules are connected with each\nother in series;\na driving device connected with the plural configuration-variable series-type\nbattery\nboxes,\nwherein the driving device comprises a motor for driving the large\nelectric\nvehicle\nand a\nmotor drive for driving the motor; and\na vehicular computer connected with the plural configuration-variable series-\ntype\nbattery\nboxes for detecting a\nvehicle\n-driving demand of the driving device and\ncalculating a\nrequired number of\nbattery\nmodules and a required number of configuration-\nvariable series-\ntype\nbattery\nboxes, wherein the vehicular computer further comprises a sorting\ncontroller for\nperforming a\nbattery\nbox alternating-hibernation sorting process, wherein\nwhile the\nbattery\nbox alternating-hibernation sorting process is performed, the sorting\ncontroller calculates\nmodule scores of the\nbattery\nmodules of each configuration-variable series-\ntype\nbattery\nbox to\nobtain a\nbattery\nmodule sorting result according to the module scores, enables\nthe required\nnumber of\nbattery\nmodules with the highest module scores according to the\nbattery\nmodule\nsorting result, sorts the plural configuration-variable series-type\nbattery\nboxes to obtain a\nbattery\nbox sorting result, and controls at least one configuration-variable\nseries-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result to be in the\nhibernation mode.\n21. The power structure of the large\nelectric\nvehicle\naccording to claim\n20, wherein each\nconfiguration-variable series-type\nbattery\nbox further comprises a\nbattery\nbox\nmonitoring\nboard, wherein the\nbattery\nbox monitoring board is connected with the\nvehicular computer\nand the corresponding\nbattery\nmodules, and the\nbattery\nbox monitoring board\nreceives a\ncommand from the vehicular computer so as to control the corresponding\nbattery\nmodule.\n22. The power structure of the large\nelectric\nvehicle\naccording to claim\n20, wherein each\nbattery\nmodule further comprises a\nbattery\nmodule monitoring board, a\nbattery\ncore string, a\nrelay and a bypass loop, wherein the relay is selectively connected with the\nbattery\ncore string\nor the bypass loop under control of the\nbattery\nmodule monitoring board, so\nthat the\nbattery\nmodule is selectively in a power supply mode or the hibernation mode.\n23. The power structure of the large\nelectric\nvehicle\naccording to claim\n20, further\ncomprising plural power transistors, wherein the plural power transistors are\narranged between\nrespective configuration-variable series-type\nbattery\nboxes and the driving\ndevice, and the\nplural power transistors are connected with the vehicular computer, wherein\naccording to a\ncommand from the vehicular computer, the corresponding power transistor\ncontrols the\ncorresponding configuration-variable series-type\nbattery\nbox to be in the\nhibernation mode.\n31 | 61/817,619 | United States of America | 2013-04-30 | L'invention concerne une architecture d'alimentation de véhicule électrique à grande échelle et un procédé de commande d'ordonnancement de support rotatif pour bloc de batterie à cet effet. L'architecture d'alimentation comprend un ordinateur de bord muni d'une unité de commande de séquençage, une pluralité de blocs de batterie configurables branchés en série et un appareil à moteur, chaque bloc de batterie configurable branché en série comprenant également une pluralité de modules de batterie. Le procédé de commande de séquençage de support rotatif pour bloc de batterie comprend les étapes suivantes : l'ordinateur de bord calcule une quantité nécessaire de modules de batterie et de blocs de batterie configurables branchés en série; l'unité de commande de séquençage calcule des scores cumulés de module et génère une séquence de modules de batterie; l'unité de commande de séquençage active les modules de batterie en se basant sur la quantité nécessaire et sur la séquence de modules de batterie; l'unité de commande de séquençage calcule les scores cumulés du bloc de batterie et génère une séquence de blocs de batterie; et l'unité de commande de séquençage ordonne à au moins un bloc de batterie configurable branché en série qui se trouve à la fin de la séquence de blocs de batterie de se mettre dans un mode de veille. | True |
| 73 | Patent 3092793 Summary - Canadian Patents Database | CA 3092793 | NaN | ELECTRICHAUL TRUCK | CAMION DE TRANSPORT ELECTRIQUE | NaN | HUFF, BRIAN R., HICKEY, KYLE | NaN | 2019-02-27 | SMART & BIGGAR LP | English | ARTISAN VEHICLE SYSTEMS, INC. | CA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\nCLAIMS:\n1. An\nelectric\nvehicle\n, comprising:\na frame, a set of wheels and a bed;\nan\nelectric\npropulsion system comprising an\nelectric\nmotor and a\nbattery\npack that powers the\nelectric\nmotor, the\nbattery\npack including at least one\nbattery\ncell;\nthe\nelectric\nvehicle\nhaving a hauling capacity, the hauling capacity being a\nweight of material that can be loaded into the bed and transported by the\nelectric\nvehicle\n; and\nwherein the hauling capacity is at least 30 metric tons.\n2. The\nelectric\nvehicle\naccording to claim 1, wherein the hauling capacity\nis\nat least 35 metric tons.\n3. The\nelectric\nvehicle\naccording to claim 1, wherein the hauling capacity\nis\nat least 40 metric tons.\n4. The\nelectric\nvehicle\naccording to claim 1, wherein:\nthe set of wheels includes a front set of wheels and a rear set of wheels;\nthe\nelectric\nvehicle\nincludes a second\nbattery\npack;\nwherein the\nbattery\npack delivers power to drive the front set of wheels\nand wherein the second\nbattery\npack delivers power to drive the rear set of\nwheels.\n5. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nincludes a primary\nbattery\nassembly including the\nbattery\npack, wherein the\nelectric\nvehicle\nincludes an auxiliary\nbattery\npack, wherein the primary\nbattery\n53\nCA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\nassembly is disposed on an external portion of the frame and wherein the\nprimary\nbattery\nassembly is non-destructively removable from the frame.\n6. The\nelectric\nvehicle\naccording to claim 5, wherein the auxiliary\nbattery\npack is permanently mounted to an interior portion of the frame.\n7. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nhas\nan overall length substantially in a range between 8 and 12 meters.\n8. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nhas\nan overall width substantially in a range between 2 and 4 meters.\n9. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\nhas\nan overall height substantially in a range between 2 and 3.5 meters.\n10. An\nelectric\nvehicle\nwith an exterior surface, the\nelectric\nvehicle\ncomprising:\na frame, a set of wheels and a bed;\nan\nelectric\nmotor for powering the rotation of at least one wheel in the set\nof wheels;\na\nbattery\ncage, the\nbattery\ncage housing a\nbattery\npack that powers the\nelectric\nmotor;\nwherein the\nbattery\ncage is externally mounted on the frame;\nthe\nbattery\ncage having a sidewall; and\nwherein the sidewall of the\nbattery\ncage comprises part of the exterior\nsurface of the\nelectric\nvehicle\n.\n11. The\nelectric\nvehicle\naccording to claim 10, wherein the exterior\nsurface\nincludes a front exterior surface and a side exterior surface, wherein the\nbattery\ncage has a second sidewall; wherein the sidewall comprises part of the front\n54\nCA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\nexterior surface and wherein the second sidewall comprises part of the side\nexterior surface.\n12. The\nelectric\nvehicle\naccording to claim 11, wherein the\nbattery\nassembly is\ndisposed at a front side corner of the\nelectric\nvehicle\n.\n13. The\nelectric\nvehicle\naccording to claim 10, wherein the\nbattery\nassembly is\ndisposed adjacent an occupant cab of the\nelectric\nvehicle\n.\n14. The\nelectric\nvehicle\naccording to claim 10, wherein the exterior\nsurface\nhas a top exterior surface and a bottom exterior surface, wherein the\nbattery\ncage has a top wall and a bottom wall; and wherein the top wall comprises part\nof\nthe top exterior surface and where in the bottom wall comprises part of the\nbottom exterior surface.\n15. The\nelectric\nvehicle\naccording to claim 10, wherein the\nelectric\nvehicle\nhas\na hauling capacity, the hauling capacity being a weight of material that can\nbe\nloaded into the bed and transported by the\nelectric\nvehicle\n; and wherein the\nhauling capacity is at least 30 metric tons.\n16. The\nelectric\nvehicle\naccording to claim 15, wherein the hauling\ncapacity is\nat least 40 metric tons.\n17. The\nelectric\nvehicle\naccording to claim 10, wherein the\nelectric\nvehicle\nincludes an auxiliary\nbattery\npack, and wherein the auxiliary\nbattery\npack is\nmounted within an interior of the\nelectric\nvehicle\n.\nCA 03092793 2020-08-28\nWO 2019/168888\nPCT/US2019/019710\n18. The\nelectric\nvehicle\naccording to claim 17, wherein the set of wheels\nincludes a front set of wheels and a rear set of wheels;\nwherein the\nelectric\nvehicle\nincludes a second\nbattery\npack; and\nwherein the\nbattery\npack delivers power to drive the front set of wheels\nand wherein the second\nbattery\npack delivers power to drive the rear set of\nwheels.\n19. The\nelectric\nvehicle\naccording to claim 18, wherein the second\nbattery\npack is housed within the\nbattery\ncage.\n20. The\nelectric\nvehicle\naccording to claim 19, wherein the first\nbattery\npack\nand the second\nbattery\npack are vertically stacked.\n56 | 15/908,794 | United States of America | 2018-02-28 | Camion de transport électrique à émission nulle. Le camion de transport a une capacité de transport de 40 tonnes métriques et un facteur de forme qui permet au camion de se déplacer dans des mines souterraines. Le camion comprend également un ensemble batterie primaire qui est monté à l'extérieur le long de l'avant et des côtés du camion. | True |
| 74 | Patent 2758439 Summary - Canadian Patents Database | CA 2758439 | NaN | BATTERYCHARGING CONTROL METHODS,ELECTRICALVEHICLECHARGING METHODS,BATTERYCHARGING CONTROL APPARATUS, ANDELECTRICALVEHICLES | PROCEDES DE COMMANDE DE CHARGE DE BATTERIE, PROCEDES DE CHARGE DE VEHICULE ELECTRIQUE, APPAREIL DE COMMANDE DE CHARGE DE BATTERIE ET VEHICULES ELECTRIQUES | NaN | KINTNER-MEYER, MICHAEL | 2016-09-20 | 2010-05-11 | LAVERY, DE BILLY, LLP | English | BATTELLE MEMORIAL INSTITUTE | CLAIMS\n1. A\nbattery\ncharging control method comprising:\naccessing price information of\nelectrical\nenergy supplied by an\nelectrical\npower distribution system;\naccessing information regarding a capacity of a rechargeable\nbattery\n;\ncontrolling an adjustment of an amount of the\nelectrical\nenergy from\nthe\nelectrical\npower distribution system which is used to charge the\nrechargeable\nbattery\nat different moments in time using the price\ninformation and the information regarding the capacity of the\nrechargeable batttery.\n2. The method of claim 1, wherein the controlling comprises using the\nprice information to reduce a cost of charging the rechargeable\nbattery\ncompared with arrangements which do not perform the controlling of the\nadjustment using the price information.\n3. The method of claim 1, wherein the controlling comprises charging\nusing different amounts of the\nelectrical\nenergy from the\nelectrical\npower\ndistribution system at the different moments in time using the price\ninformation.\n4. The method of claim 3, wherein the controlling comprises ceasing\nthe charging at one of the different moments in time.\n5. The method of claim 3, wherein the controlling comprises charging\nusing an increased amount of the\nelectrical\nenergy at a first of the\ndifferent moments in time compared with a second of the different\nmoments in time as a result of the price of the\nelectrical\nenergy being\nless at the first of the different moments in time compared with the\nsecond of the different moments in time.\n6. The method of claim 1, wherein the controlling comprises\ncontrolling the adjustment based on a plurality of projected prices at\nrespective moments of a future period of time.\n7. The method of claim 6, further comprising receiving an update\nchanging one of the projected prices and the controlling comprises\nadjusting the amount of the\nelectrical\nenergy as a result of the receiving\nof the update.\n8. The method of claim 1, wherein the accessing comprises receiving\nthe price information from the\nelectrical\npower distribution system.\n9. The method of claim 1, further comprising accessing information\ndescribing a desired future point in time for the rechargeable\nbattery\nto be\ncharged to a desired state and wherein the controlling comprises\ncontrolling so that the rechargeable\nbattery\nreaches the desired state by\nthe desired future point in time.\n26\n10. The method of claim 1, further comprising determining an\nanticipated amount of time to charge the rechargeable\nbattery\nbased on a\ncurrent state of charge of the rechargeable\nbattery\nand wherein the\ncontrolling comprises controlling as a result of the determining of the\nanticipated amount of time.\n11. The method of claim 1, further comprising:\naccessing information regarding a temperature of the rechargeable\nbattery\n; and\none of heating and cooling the rechargeable\nbattery\nusing the\naccessed information regarding the temperature of the rechargeable\nbattery\n.\n12. The method of claim 1, wherein the rechargeable\nbattery\nis\nimplemented within an\nelectrical\nvehicle\n, and further comprising:\nestimating a time to be consumed by a climate system to adjust a\ntemperature of a cabin of the\nelectrical\nvehicle\nto a desired temperature;\nand\ncontrolling adjustment of the amount of the\nelectrical\nenergy which\nis used to charge the rechargeable\nbattery\nusing the estimated time.\n13. The method of claim 1, further comprising identifying additional\nmoments of the future period of time wherein charging will not occur\nusing the accessed price information.\n27\n14. The method of claim 1, further comprising:\nusing the price information, determining a first amount of the\nelectrical\nenergy to be used to charge the rechargeable\nbattery\n;\ncharging the rechargeable\nbattery\nusing the first amount of the\nelectrical\nenergy at a first of the different moments in time;\nwherein the accessing comprises receiving an update which\nchanges the price information after the first of the moments in time;\nwherein the controlling comprises, as a result of the receiving the\nupdate, controlling the adjustment at a second of the moments in time to\ncharge the rechargeable\nbattery\nusing a second amount of the\nelectrical\nenergy which is different than the first amount; and\ncharging the rechargeable\nbattery\nusing the second amount of the\nelectrical\nenergy.\n15. An\nelectrical\nvehicle\ncharging method comprising:\ncoupling an\nelectrical\nvehicle\nhaving a depleted state of charge with\nan\nelectrical\npower distribution system;\naccessing price information for\nelectrical\nenergy of the\nelectrical\npower distribution system, wherein the accessing comprises receiving the\nprice information from the\nelectrical\npower distribution system;\ncharging the\nelectrical\nvehicle\nusing the\nelectrical\nenergy of the\nelectrical\npower distribution system; and\ncontrolling an amount of the\nelectrical\nenergy consumed by the\ncharging of the\nelectrical\nvehicle\nat different moments in time using the\nprice information.\n28\n16. The method of claim 15, wherein the charging comprises charging\nat different rates at the different moments in time based on the price\ninformation.\n17. The method of claim 16, wherein the controlling comprises ceasing\nthe charging at one of the different moments in time.\n18. The method of claim 16, wherein the charging comprises charging\nusing an increased amount of the\nelectrical\nenergy at a first of the\ndifferent moments in time compared with a second of the different\nmoments in time as a result of the price of the\nelectrical\nenergy being\nless at the first of the different moments in time compared with the\nsecond of the different moments in time.\n19. The method of claim 15, wherein the accessing comprises\naccessing the price information comprising different prices of the\nelectrical\nenergy at the different moments in time and the controlling\ncomprises increasing and decreasing an amount of the\nelectrical\nenergy\nconsumed by the charging at the different moments in time as a result of\nthe different prices.\n20. A\nbattery\ncharging control apparatus comprising:\nprocessing circuitry configured to:\n29\naccess price information of\nelectrical\nenergy supplied by an\nelectrical\npower distribution system; and\ncontrol an adjustment of an amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system used to charge a rechargeable\nbattery\nat different moments in time using the price information; and\nwherein the processing circuitry is configured to:\ndetermine a charging period corresponding to a future state of\ncharge of the rechargeable\nbattery\n;\ndivide the charging period into a plurality of time intervals\ncorresponding to different prices of the\nelectrical\nenergy; and\nwherein one of the moments in time occurs during one of the\nintervals and another of the moments in time occurs during another of the\nintervals.\n21. The apparatus of claim 20, wherein the price information comprises\ndifferent prices of the\nelectrical\nenergy at the different moments in time\nand the processing circuitry is configured to increase and decrease the\namount of the\nelectrical\nenergy used to charge the rechargeable\nbattery\nat the different moments in time as a result of the different prices.\n22. The apparatus of claim 20, wherein the price information includes\none or more projected prices over a future period of time and the\nprocessing circuitry is configured to control the adjustment based on the\none or more projected prices at respective moments of the future period\nof time.\n23. The apparatus of claim 22, wherein the processing circuitry is\nconfigured to receive an update changing one of the one or more\nprojected prices and to control the adjustment of the amount of the\nelectrical\nenergy as a result of receiving the update.\n24. The apparatus of claim 20, wherein the processing circuitry is\nconfigured to access a plurality of changes to the accessed price\ninformation at a plurality of additional moments in time and to control\nadjustments of the amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system used to charge the rechargeable\nbattery\nusing\nthe changes to the accessed price information.\n25. The apparatus of claim 24, wherein the processing circuitry is\nconfigured to use the changes to the accessed price information to\ncontrol the adjustments of the amount of the\nelectrical\nenergy used to\ncharge the rechargeable\nbattery\nat the additional moments in time.\n26. The apparatus of claim 24, wherein a first amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system is used to charge the\nrechargeable\nbattery\nat one of the moments in time when one of the\nchanges is accessed, and wherein the processing circuitry is configured\nto change the first amount to a second amount to charge the\nrechargeable\nbattery\nat one of the additional moments in time as a result\nof the access of the one of the changes.\n31\n27. The apparatus of claim 20, wherein the processing circuitry is\nconfigured to estimate a time to be consumed by a climate system to\nadjust a temperature of a cabin of an\nelectrical\nvehicle\nto a desired\ntemperature, and to control adjustment of an amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system used to charge the\nrechargeable\nbattery\nusing the estimated time.\n28. The apparatus of claim 20, further comprising a climate system\nconfigured to heat or cool the rechargeable\nbattery\nto improve the\nefficiency of the charging of the rechargeable\nbattery\nand wherein the\nprocessing circuitry is configured to use information regarding a\ntemperature of the rechargeable\nbattery\nto control the climate system to\nheat or cool the rechargeable\nbattery\n.\n29. The apparatus of claim 20, wherein the processing circuitry is\nconfigured to:\naccess information regarding a current state of charge of the\nrechargeable\nbattery\n; and\ncontrol the amount of the\nelectrical\nenergy from the\nelectrical\npower\ndistribution system used to charge the rechargeable\nbattery\nusing the\ninformation regarding the current state of charge of the rechargeable\nbattery\n.\n30. An\nelectrical\nvehicle\ncomprising:\n32\na rechargeable\nbattery\n;\na charger configured to consume\nelectrical\nenergy from an\nelectrical\npower distribution system to charge the rechargeable\nbattery\n;\nand\na controller configured to:\naccess price information of the\nelectrical\nenergy supplied by\nthe\nelectrical\npower distribution system; and\ncontrol an amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system consumed by the charger at different moments\nin time using the price information; and\na climate system configured to heat or cool the rechargeable\nbattery\nto improve the efficiency of the charging of the rechargeable\nbattery\nand wherein the controller is configured to use information\nregarding a temperature of the rechargeable\nbattery\nto control the climate\nsystem to heat or cool the rechargeable\nbattery\n.\n31. The\nvehicle\nof claim 30, wherein the climate system is further\nconfigured to heat and/or cool the\nelectrical\nvehicle\nand wherein the\ncontroller is configured to:\nestimate an amount of time to be consumed by the climate system\nto bring a temperature of the\nelectrical\nvehicle\nto a desired temperature;\nand\nusing the estimated amount of time, control the amount of the\nelectrical\nenergy consumed by the charger at the different moments in\ntime.\n33\n32. The\nvehicle\nof claim 30, wherein the controller is configured to use\nthe price information to reduce a cost of charging the rechargeable\nbattery\ncompared with arrangements which do not control the adjustment\nof the amount using the price information.\n33. The\nvehicle\nof claim 30, wherein the controller is configured to\ncontrol the charger to charge the rechargeable\nbattery\nusing different\namounts of\nelectrical\nenergy at the different moments in time using the\nprice information.\n34. The\nvehicle\nof claim 33, wherein the controller is configured to\ncontrol the charger to charge using an amount of\nelectrical\nenergy at a\nfirst of the different moments in time compared with a second of the\ndifferent moments in time as a result of the price of the\nelectrical\nenergy\nbeing less at the first of the different moments in time compared with the\nsecond of the different moments in time.\n35. The\nvehicle\nof claim 30, wherein the controller is configured to\naccess information describing a desired future point in time for the\nrechargeable\nbattery\nto be charged to a desired state and to control the\ncharger so that the rechargeable\nbattery\nreaches the desired state by the\ndesired future point in time.\n36. The\nvehicle\nof claim 31, wherein the controller is configured to use\nthe price information to reduce a cost of charging the rechargeable\n34\nbattery\ncompared with arrangements which do not control the adjustment\nof the amount using the price information.\n37. The\nvehicle\nof claim 31, wherein the controller is configured to\ncontrol the charger to charge the rechargeable\nbattery\nusing different\namounts of\nelectrical\nenergy at the different moments in time using the\nprice information.\n38. The\nvehicle\nof claim 31, wherein the controller is configured to\naccess information describing a desired future point in time for the\nrechargeable\nbattery\nto be charged to a desired state and to control the\ncharger so that the rechargeable\nbattery\nreaches the desired state by the\ndesired future point in time.\n39. The\nvehicle\nof claim 31, wherein the controller is configured to\nreduce the amount of the\nelectrical\nenergy consumed by the charger to\ncharge the rechargeable\nbattery\nduring operation of the climate system to\nalter the temperature inside the cabin compared with moments in time\nwhen the climate system does not operate to alter the temperature inside\nof the cabin.\n40. A computer program product comprising a computer readable\nmemory storing computer executable instructions thereon that when\nexecuted by a computer perform the method of claim 1. | 12/466,312 | United States of America | 2009-05-14 | L'invention porte sur des procédés de commande de charge de batterie, des procédés de charge de véhicule électrique, un appareil de commande de charge de batterie et des véhicules électriques. Dans un agencement, des procédés de commande de charge de batterie consistent à accéder à des informations de prix pour de l'énergie électrique fournie par un système de distribution d'énergie électrique et à commander un ajustement d'une quantité d'énergie électrique provenant du système de distribution d'énergie électrique utilisée pour charger une batterie rechargeable à différents moments à l'aide des informations de prix. D'autres agencements sont décrits. | True |
| 75 | Patent 2758439 Summary - Canadian Patents Database | CA 2758439 | NaN | BATTERYCHARGING CONTROL METHODS,ELECTRICALVEHICLECHARGING METHODS,BATTERYCHARGING CONTROL APPARATUS, ANDELECTRICALVEHICLES | PROCEDES DE COMMANDE DE CHARGE DE BATTERIE, PROCEDES DE CHARGE DE VEHICULE ELECTRIQUE, APPAREIL DE COMMANDE DE CHARGE DE BATTERIE ET VEHICULES ELECTRIQUES | NaN | KINTNER-MEYER, MICHAEL | 2016-09-20 | 2010-05-11 | LAVERY, DE BILLY, LLP | English | BATTELLE MEMORIAL INSTITUTE | CLAIMS\n1. A\nbattery\ncharging control method comprising:\naccessing price information of\nelectrical\nenergy supplied by an\nelectrical\npower distribution system;\naccessing information regarding a capacity of a rechargeable\nbattery\n;\ncontrolling an adjustment of an amount of the\nelectrical\nenergy from\nthe\nelectrical\npower distribution system which is used to charge the\nrechargeable\nbattery\nat different moments in time using the price\ninformation and the information regarding the capacity of the\nrechargeable batttery.\n2. The method of claim 1, wherein the controlling comprises using the\nprice information to reduce a cost of charging the rechargeable\nbattery\ncompared with arrangements which do not perform the controlling of the\nadjustment using the price information.\n3. The method of claim 1, wherein the controlling comprises charging\nusing different amounts of the\nelectrical\nenergy from the\nelectrical\npower\ndistribution system at the different moments in time using the price\ninformation.\n4. The method of claim 3, wherein the controlling comprises ceasing\nthe charging at one of the different moments in time.\n5. The method of claim 3, wherein the controlling comprises charging\nusing an increased amount of the\nelectrical\nenergy at a first of the\ndifferent moments in time compared with a second of the different\nmoments in time as a result of the price of the\nelectrical\nenergy being\nless at the first of the different moments in time compared with the\nsecond of the different moments in time.\n6. The method of claim 1, wherein the controlling comprises\ncontrolling the adjustment based on a plurality of projected prices at\nrespective moments of a future period of time.\n7. The method of claim 6, further comprising receiving an update\nchanging one of the projected prices and the controlling comprises\nadjusting the amount of the\nelectrical\nenergy as a result of the receiving\nof the update.\n8. The method of claim 1, wherein the accessing comprises receiving\nthe price information from the\nelectrical\npower distribution system.\n9. The method of claim 1, further comprising accessing information\ndescribing a desired future point in time for the rechargeable\nbattery\nto be\ncharged to a desired state and wherein the controlling comprises\ncontrolling so that the rechargeable\nbattery\nreaches the desired state by\nthe desired future point in time.\n26\n10. The method of claim 1, further comprising determining an\nanticipated amount of time to charge the rechargeable\nbattery\nbased on a\ncurrent state of charge of the rechargeable\nbattery\nand wherein the\ncontrolling comprises controlling as a result of the determining of the\nanticipated amount of time.\n11. The method of claim 1, further comprising:\naccessing information regarding a temperature of the rechargeable\nbattery\n; and\none of heating and cooling the rechargeable\nbattery\nusing the\naccessed information regarding the temperature of the rechargeable\nbattery\n.\n12. The method of claim 1, wherein the rechargeable\nbattery\nis\nimplemented within an\nelectrical\nvehicle\n, and further comprising:\nestimating a time to be consumed by a climate system to adjust a\ntemperature of a cabin of the\nelectrical\nvehicle\nto a desired temperature;\nand\ncontrolling adjustment of the amount of the\nelectrical\nenergy which\nis used to charge the rechargeable\nbattery\nusing the estimated time.\n13. The method of claim 1, further comprising identifying additional\nmoments of the future period of time wherein charging will not occur\nusing the accessed price information.\n27\n14. The method of claim 1, further comprising:\nusing the price information, determining a first amount of the\nelectrical\nenergy to be used to charge the rechargeable\nbattery\n;\ncharging the rechargeable\nbattery\nusing the first amount of the\nelectrical\nenergy at a first of the different moments in time;\nwherein the accessing comprises receiving an update which\nchanges the price information after the first of the moments in time;\nwherein the controlling comprises, as a result of the receiving the\nupdate, controlling the adjustment at a second of the moments in time to\ncharge the rechargeable\nbattery\nusing a second amount of the\nelectrical\nenergy which is different than the first amount; and\ncharging the rechargeable\nbattery\nusing the second amount of the\nelectrical\nenergy.\n15. An\nelectrical\nvehicle\ncharging method comprising:\ncoupling an\nelectrical\nvehicle\nhaving a depleted state of charge with\nan\nelectrical\npower distribution system;\naccessing price information for\nelectrical\nenergy of the\nelectrical\npower distribution system, wherein the accessing comprises receiving the\nprice information from the\nelectrical\npower distribution system;\ncharging the\nelectrical\nvehicle\nusing the\nelectrical\nenergy of the\nelectrical\npower distribution system; and\ncontrolling an amount of the\nelectrical\nenergy consumed by the\ncharging of the\nelectrical\nvehicle\nat different moments in time using the\nprice information.\n28\n16. The method of claim 15, wherein the charging comprises charging\nat different rates at the different moments in time based on the price\ninformation.\n17. The method of claim 16, wherein the controlling comprises ceasing\nthe charging at one of the different moments in time.\n18. The method of claim 16, wherein the charging comprises charging\nusing an increased amount of the\nelectrical\nenergy at a first of the\ndifferent moments in time compared with a second of the different\nmoments in time as a result of the price of the\nelectrical\nenergy being\nless at the first of the different moments in time compared with the\nsecond of the different moments in time.\n19. The method of claim 15, wherein the accessing comprises\naccessing the price information comprising different prices of the\nelectrical\nenergy at the different moments in time and the controlling\ncomprises increasing and decreasing an amount of the\nelectrical\nenergy\nconsumed by the charging at the different moments in time as a result of\nthe different prices.\n20. A\nbattery\ncharging control apparatus comprising:\nprocessing circuitry configured to:\n29\naccess price information of\nelectrical\nenergy supplied by an\nelectrical\npower distribution system; and\ncontrol an adjustment of an amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system used to charge a rechargeable\nbattery\nat different moments in time using the price information; and\nwherein the processing circuitry is configured to:\ndetermine a charging period corresponding to a future state of\ncharge of the rechargeable\nbattery\n;\ndivide the charging period into a plurality of time intervals\ncorresponding to different prices of the\nelectrical\nenergy; and\nwherein one of the moments in time occurs during one of the\nintervals and another of the moments in time occurs during another of the\nintervals.\n21. The apparatus of claim 20, wherein the price information comprises\ndifferent prices of the\nelectrical\nenergy at the different moments in time\nand the processing circuitry is configured to increase and decrease the\namount of the\nelectrical\nenergy used to charge the rechargeable\nbattery\nat the different moments in time as a result of the different prices.\n22. The apparatus of claim 20, wherein the price information includes\none or more projected prices over a future period of time and the\nprocessing circuitry is configured to control the adjustment based on the\none or more projected prices at respective moments of the future period\nof time.\n23. The apparatus of claim 22, wherein the processing circuitry is\nconfigured to receive an update changing one of the one or more\nprojected prices and to control the adjustment of the amount of the\nelectrical\nenergy as a result of receiving the update.\n24. The apparatus of claim 20, wherein the processing circuitry is\nconfigured to access a plurality of changes to the accessed price\ninformation at a plurality of additional moments in time and to control\nadjustments of the amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system used to charge the rechargeable\nbattery\nusing\nthe changes to the accessed price information.\n25. The apparatus of claim 24, wherein the processing circuitry is\nconfigured to use the changes to the accessed price information to\ncontrol the adjustments of the amount of the\nelectrical\nenergy used to\ncharge the rechargeable\nbattery\nat the additional moments in time.\n26. The apparatus of claim 24, wherein a first amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system is used to charge the\nrechargeable\nbattery\nat one of the moments in time when one of the\nchanges is accessed, and wherein the processing circuitry is configured\nto change the first amount to a second amount to charge the\nrechargeable\nbattery\nat one of the additional moments in time as a result\nof the access of the one of the changes.\n31\n27. The apparatus of claim 20, wherein the processing circuitry is\nconfigured to estimate a time to be consumed by a climate system to\nadjust a temperature of a cabin of an\nelectrical\nvehicle\nto a desired\ntemperature, and to control adjustment of an amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system used to charge the\nrechargeable\nbattery\nusing the estimated time.\n28. The apparatus of claim 20, further comprising a climate system\nconfigured to heat or cool the rechargeable\nbattery\nto improve the\nefficiency of the charging of the rechargeable\nbattery\nand wherein the\nprocessing circuitry is configured to use information regarding a\ntemperature of the rechargeable\nbattery\nto control the climate system to\nheat or cool the rechargeable\nbattery\n.\n29. The apparatus of claim 20, wherein the processing circuitry is\nconfigured to:\naccess information regarding a current state of charge of the\nrechargeable\nbattery\n; and\ncontrol the amount of the\nelectrical\nenergy from the\nelectrical\npower\ndistribution system used to charge the rechargeable\nbattery\nusing the\ninformation regarding the current state of charge of the rechargeable\nbattery\n.\n30. An\nelectrical\nvehicle\ncomprising:\n32\na rechargeable\nbattery\n;\na charger configured to consume\nelectrical\nenergy from an\nelectrical\npower distribution system to charge the rechargeable\nbattery\n;\nand\na controller configured to:\naccess price information of the\nelectrical\nenergy supplied by\nthe\nelectrical\npower distribution system; and\ncontrol an amount of the\nelectrical\nenergy from the\nelectrical\npower distribution system consumed by the charger at different moments\nin time using the price information; and\na climate system configured to heat or cool the rechargeable\nbattery\nto improve the efficiency of the charging of the rechargeable\nbattery\nand wherein the controller is configured to use information\nregarding a temperature of the rechargeable\nbattery\nto control the climate\nsystem to heat or cool the rechargeable\nbattery\n.\n31. The\nvehicle\nof claim 30, wherein the climate system is further\nconfigured to heat and/or cool the\nelectrical\nvehicle\nand wherein the\ncontroller is configured to:\nestimate an amount of time to be consumed by the climate system\nto bring a temperature of the\nelectrical\nvehicle\nto a desired temperature;\nand\nusing the estimated amount of time, control the amount of the\nelectrical\nenergy consumed by the charger at the different moments in\ntime.\n33\n32. The\nvehicle\nof claim 30, wherein the controller is configured to use\nthe price information to reduce a cost of charging the rechargeable\nbattery\ncompared with arrangements which do not control the adjustment\nof the amount using the price information.\n33. The\nvehicle\nof claim 30, wherein the controller is configured to\ncontrol the charger to charge the rechargeable\nbattery\nusing different\namounts of\nelectrical\nenergy at the different moments in time using the\nprice information.\n34. The\nvehicle\nof claim 33, wherein the controller is configured to\ncontrol the charger to charge using an amount of\nelectrical\nenergy at a\nfirst of the different moments in time compared with a second of the\ndifferent moments in time as a result of the price of the\nelectrical\nenergy\nbeing less at the first of the different moments in time compared with the\nsecond of the different moments in time.\n35. The\nvehicle\nof claim 30, wherein the controller is configured to\naccess information describing a desired future point in time for the\nrechargeable\nbattery\nto be charged to a desired state and to control the\ncharger so that the rechargeable\nbattery\nreaches the desired state by the\ndesired future point in time.\n36. The\nvehicle\nof claim 31, wherein the controller is configured to use\nthe price information to reduce a cost of charging the rechargeable\n34\nbattery\ncompared with arrangements which do not control the adjustment\nof the amount using the price information.\n37. The\nvehicle\nof claim 31, wherein the controller is configured to\ncontrol the charger to charge the rechargeable\nbattery\nusing different\namounts of\nelectrical\nenergy at the different moments in time using the\nprice information.\n38. The\nvehicle\nof claim 31, wherein the controller is configured to\naccess information describing a desired future point in time for the\nrechargeable\nbattery\nto be charged to a desired state and to control the\ncharger so that the rechargeable\nbattery\nreaches the desired state by the\ndesired future point in time.\n39. The\nvehicle\nof claim 31, wherein the controller is configured to\nreduce the amount of the\nelectrical\nenergy consumed by the charger to\ncharge the rechargeable\nbattery\nduring operation of the climate system to\nalter the temperature inside the cabin compared with moments in time\nwhen the climate system does not operate to alter the temperature inside\nof the cabin.\n40. A computer program product comprising a computer readable\nmemory storing computer executable instructions thereon that when\nexecuted by a computer perform the method of claim 1. | 12/466,312 | United States of America | 2009-05-14 | L'invention porte sur des procédés de commande de charge de batterie, des procédés de charge de véhicule électrique, un appareil de commande de charge de batterie et des véhicules électriques. Dans un agencement, des procédés de commande de charge de batterie consistent à accéder à des informations de prix pour de l'énergie électrique fournie par un système de distribution d'énergie électrique et à commander un ajustement d'une quantité d'énergie électrique provenant du système de distribution d'énergie électrique utilisée pour charger une batterie rechargeable à différents moments à l'aide des informations de prix. D'autres agencements sont décrits. | True |
| 76 | Patent 2798288 Summary - Canadian Patents Database | CA 2798288 | NaN | POWER SUPPLY DEVICE FORELECTRICVEHICLE | DISPOSITIF D'ALIMENTATION EN ENERGIE POUR VEHICULE ELECTRIQUE | NaN | KAWATANI, SHINJI, NAKAYAMA, MASARU, SHOKAKU, ISAO | 2014-12-02 | 2012-12-07 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | - 37 -\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A power supply device for an\nelectric\nvehicle\ncomprising a removable\nbattery\ncase accommodating\nbattery\ncells interior thereto for supplying\nelectric\npower\nto an\nelectrical\nvehicle\n, said removable\nbattery\ncase including an upwardly\nextending fixed\nhandle portion, said fixed handle portion having a hand grip recess located\nabove\nsaid\nbattery\ncells and below a top flange of said handle portion; and wherein\nsaid handle portion in a wall thereof includes a locking part adjacent to said\nhand grip recess.\n2. A power supply device as claimed in claim 1 wherein the locking part is\nan\nengagement hole opening into said hand grip recess for receiving a\nvehicle\nlock pin.\n3. A power supply device for an\nelectric\nvehicle\nas claimed in claim 2,\nincluding\na ring reinforcement member secured in said engagement hole to provide\nreinforcement.\n4. A power supply device as claimed in claim 1 wherein said removable\nbattery\ncase includes an intermediate generally rectanguloid section that receives\nsaid\nbattery\ncells with said fixed handle position extending upwardly therefrom;\nsaid fixed handle portion extends upwardly from a side edge of said\nrectanguloid section and from a front edge and a rear edge to form a 'U'\nshaped\nsection; and wherein\nsaid hand grip recess has an opening extending between said front and rear\nedges and positioned over a central portion of said removable\nbattery\ncase.\n- 38 -\n5. A power supply device as claimed in claim 1, 2, 3 or 4 wherein said\nremovable\nbattery\ncase includes a base portion below said\nbattery\ncells adapted to allow\nangular\ninitial connection with a\nvehicle\nmount structure and subsequent pivotal\nmovement\nto an upright support position.\n6. A power supply device as claimed in claim 1, 2, 3 or 4, wherein said\nremovable\nbattery\ncase includes a base portion below said\nbattery\ncells adapted to allow\nangular\ninitial connection with a\nvehicle\nmount structure and subsequent pivotal\nmovement\nto an upright support position,\nand wherein said base is adapted to allow angular initial connection by means\nof a downwardly opening receiving slot extending across said base adjacent one\nedge\nthereof and said fixed handle extends across and is positioned above said\ndownwardly opening receiving slot.\n7. In an\nelectric\nvehicle\na removable power supply device comprising a\nbattery\ncase having a base portion with a pivot recess in engagement with a\ncooperating\nmount on said\nvehicle\n, an intermediate portion housing a series of\nbattery\ncells and a\nfixed handle portion extending above said intermediate portion;\nsaid fixed handle portion having a hand grip recess located above said\nbattery\ncells and below a top flange of said handle portion; and wherein\nsaid handle portion in a wall thereof includes a locking part adjacent to said\nhand grip recess that engages a cooperating locking part of said\nvehicle\nto\nsecure said\nbattery\ncase to said\nvehicle\nwhen said pivot recess is in engagement with said\nmount\non said\nvehicle\n.\n-39-\n8. In an\nelectric\nvehicle\nas claimed in claim 7 wherein said\nvehicle\nincludes:\na motor case supported on a main frame of the\nvehicle\nand housing an\nelectric\nmotor;\na terminal base having a male-side terminal coupled to a female-side terminal\ndisposed in said base portion of the\nbattery\ncase;\na\nbattery\npack cover provided with the terminal base at a lower portion\nthereof and having a space such that the\nbattery\ncase can be disposed at an\nupper\nportion of the terminal base; and\na\nbattery\npack support stay for connecting the\nbattery\ncover to the motor\ncase.\n9. In an\nelectric\nvehicle\nas claimed in claim 7, wherein said fixed handle\nportion\nis offset to one side of the\nbattery\ncase, and said fixed handle portion in a\nside view of\nthe\nvehicle\npartially overlaps with a portion of a main frame of the\nvehicle\nwhich is\nlocated above the\nbattery\ncase.\n10. In an\nelectric\nvehicle\nas claimed in claim 8, a lock device support\nstay is\nsecured to the main frame and supports the cooperating locking part, and\nthe lock device support stay has an extension part extended so as to be\ncoupled to an upper portion of the\nbattery\npack cover.\n11. In an\nelectric\nvehicle\nas claimed in claim 8, the main frame of the\nelectric\nvehicle\nhas an under frame extended downward to the front side of the\nbattery\npack\ncover, and\na skid plate is attached to the under frame. | 2012-026128 | Japan | 2012-02-09 | Une alimentation à batterie amovible pour un véhicule électrique comprend un logement de batterie doté dune partie poignée fixe qui sétend au-dessus dune partie réceptrice dun élément de batterie. La partie poignée fixe présente un creux de poignée situé au-dessus des éléments de la batterie et sous une bride supérieure de la poignée fixe. La partie poignée dans une paroi de celle-ci comprend une partie verrouillage utilisée pour fixer lalimentation à batterie amovible dans un véhicule. De préférence, lalimentation à batterie est utilisée en association avec un dispositif de verrouillage fixé à un châssis principal dun véhicule électrique avec une goupille de sécurité pour mettre en prise la partie verrouillage et partiellement arrimer lalimentation à batterie. | True |
| 77 | Patent 2771313 Summary - Canadian Patents Database | CA 2771313 | NaN | ELECTRICTHREE-WHEELEDVEHICLE | VEHICULE ELECTRIQUE A TROIS ROUES | NaN | KURAKAWA, YUKINORI, NAKAYAMA, MASARU, HASEGAWA, MAKOTO | 2015-09-15 | 2012-03-14 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | - 21 -\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An\nelectric\nvehicle\n, comprising:\na pair of left and right rear wheels configured to be driven by rotary driving\npower;\na motor supplied with\nelectric\npower, and configured to provide the rotary\ndriving power;\na rear body comprising rear body frames attached in a transversely tiltable\nmanner with respect to a body frame and a chassis attached to the rear body\nframes\nby a pivot shaft on a\nvehicle\nforward side in a vertically swingable manner;\nbatteries\nconfigured to provide the\nelectric\npower, the\nbatteries\nbeing\nlocated\non the rear body frames, wherein and the motor and the rear wheels are\nsupported\non the chassis, and wherein the\nbatteries\nare housed in a\nbattery\ncase fixed\non the\nrear body frames;\na power distribution unit (PDU) configured as a\nbattery\ncontrol device, said\nPDU being located on a\nvehicle\nforward side of the\nbattery\ncase; and\na contactor configured to open and close a connection between the\nbatteries\nand the PDU, is the contactor being located on a lateral face of the\nbattery\ncase.\n2. The\nelectric\nvehicle\naccording to claim 1, further comprising:\na pair of left and right rear body frames oriented along a\nvehicle\nlongitudinal\ndirection, wherein the\nbattery\ncase is supportingly held between the left and\nright\nrear body frames;\na PDU supporting frame, which is curved in a projecting form toward a\nvehicle\nforward direction, and the PDU supporting frame configured to connect\nthe\n- 22 -\nleft and right rear body frames, wherein the PDU is supported by the PDU\nsupporting frame.\n3. The\nelectric\nvehicle\naccording to claim 1, wherein the chassis is\njournalled to\nthe rear body frames by the pivot shaft located on the\nvehicle\nforward side in\na\nvertically swingable manner, and wherein the motor is located behind the pivot\nshaft and in a\nvehicle\nforward position of the chassis.\n4. The\nelectric\nvehicle\naccording to claim 1, further comprising a down\nregulator configured to decrease a voltage of an external power supply to\ncharge\nthe\nbatteries\n, wherein the down regulator is located under the\nbattery\ncase.\n5. The\nelectric\nvehicle\naccording to claim 4, further comprising:\na lower frame surrounding a lower part of the\nbattery\ncase, the lower frame\nbeing located on bottoms of the rear body frames, wherein the down regulator\nis\nattached to the lower frame under the\nbattery\ncase.\n6. The\nelectric\nvehicle\naccording to claim 1, wherein the\nbatteries\ninclude\na front\nbattery\nand a rear\nbattery\nwhich are located close to each other in a\nvehicle\nlongitudinal direction, and wherein in the\nbattery\ncase, a rear bottom face\nunder the\nrear\nbattery\nis higher than a front bottom face under the front\nbattery\n,\nwhereby the\nrear\nbattery\nis in a higher position than the front\nbattery\n.\n7. The\nelectric\nvehicle\naccording to claim 6, further comprising a down\nregulator configured to decrease the voltage of the external power supply to\ncharge\nthe\nbatteries\n, said down regulator being located under the rear bottom face.\n- 23 -\n8. The\nelectric\nvehicle\naccording to claim 1, wherein the rear body frames\ninclude a charge port bracket configured to mount a\nbattery\ncharge port to be\nconnected with the external power supply to charge the\nbatteries\n.\n9. The\nelectric\nvehicle\naccording to claim 8, wherein the contactor is\nfixed on a\ncontactor supporting stay extending from the\nbattery\ncase in a\nvehicle\ntransverse\ndirection, and wherein the charge port bracket is located under the contactor.\n10. The\nelectric\nvehicle\naccording to claim 1, further comprising:\nmonitoring\nboards configured to monitor the\nbatteries\n, said monitoring boards being\nattached\nto upper surfaces of the\nbatteries\n; and a\nbattery\nmanagement unit (BMU)\nconfigured\nto collect information from the monitoring boards, the BMU being housed in the\nbattery\ncase on a\nvehicle\nforward side of the\nbatteries\n.\n11. The\nelectric\nvehicle\naccording to claim 1, wherein the PDU is located\nabove a\nrelative rotation part to enable the rear body frames to tilt transversely\nwith respect\nto the body frame and at front ends of the rear body frames so that a mounting\nsurface of a board housed therein, on which various\nelectric\ncomponents are\nmounted, is oriented toward a\nvehicle\nforward direction.\n12. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\ncomprises a three-wheeled\nvehicle\n.\n13. An\nelectric\nvehicle\n, comprising:\na pair of left and right rear wheels for being driven by rotary driving power;\n- 24 -\nmotor means for providing the rotary driving power, said motor means\nbeing supplied with\nelectric\npower;\nrear body means attached in a transversely tiltable manner with respect to a\nbody frame and a chassis attached to rear body frames by a pivot shaft on a\nvehicle\nforward side in a vertically swingable manner;\nenergy storage means for providing the\nelectric\npower, the energy storage\nmeans being located on the rear body frames, wherein the motor means and the\nrear wheels are supported on the chassis, and wherein the energy storage means\nis\nhoused in a case means fixed on the rear body frame;\nbattery\ncontrol means for controlling the energy storage means, said\nbattery\ncontrol means being located on a\nvehicle\nforward side of the case means; and\ncontactor means for opening and closing a connection between the energy\nstorage means and the\nbattery\ncontrol means, said contactor means being\nlocated on\na lateral face of the case means.\n14. The\nelectric\nvehicle\naccording to claim 13, further comprising:\na pair of left and right rear body frames oriented along a\nvehicle\nlongitudinal\ndirection, wherein the case means is supportingly held between the left and\nright\nrear body frames;\nsupporting frame means for connecting the left and right rear body frames,\nwherein the\nbattery\ncontrol device is supported by the supporting frame means.\n15. The\nelectric\nvehicle\naccording to claim 13, wherein the chassis is\njournalled to\nthe rear body frames by the pivot shaft located on the\nvehicle\nforward side in\na\nvertically swingable manner, and wherein the motor means is disposed behind\nthe\npivot shaft and in a\nvehicle\nforward position of the chassis.\n- 25 -\n16. The\nelectric\nvehicle\naccording to claim 13, further comprising down\nregulator\nmeans for decreasing a voltage of an external power supply to charge the\nenergy\nstorage means, wherein the down regulator means is located under the case\nmeans.\n17. The\nelectric\nvehicle\naccording to claim 16, further comprising:\nlower frame means surrounding a lower part of the case means, said lower\nframe means being located on bottoms of the rear body frames, wherein the down\nregulator means is attached to the lower frame means under the case means.\n18. The\nelectric\nvehicle\naccording to claim 13, wherein the energy storage\nmeans\ncomprises a front\nbattery\nand a rear\nbattery\nwhich are located close to each\nother in\na\nvehicle\nlongitudinal direction, and wherein in the case means, a rear bottom\nface\nunder the rear\nbattery\nis higher than a front bottom face under the front\nbattery\n,\nwhereby the rear\nbattery\nis in a higher position than the front\nbattery\n.\n19. The\nelectric\nvehicle\naccording to claim 13, further comprising:\ncharge port means for being connected with an external power supply to\ncharge the energy storage means; and\ncharge port bracket means attached to the rear body frames, said charge port\nbracket means for supporting the charge port means thereupon.\n20. The\nelectric\nvehicle\naccording to claim 13, further comprising:\nmonitoring means for monitoring the energy storage means, said monitoring\nmeans being attached to upper surfaces of the energy storage means; and\n- 26 -\nbattery\nmanagement means for collecting information from the monitoring\nmeans, said\nbattery\nmanagement means being housed in the case means on a\nvehicle\nforward side of the energy storage means.\n21. An\nelectric\nvehicle\nas claimed on any one claim of claims 1 to 12\nwherein\nsaid contactor is provided on said lateral face of said\nbattery\ncase adjacent\nsaid\nvehicle\nforward side of said\nbattery\ncase.\n22. An\nelectric\nvehicle\nas claimed in any one of claims 13 to 20 wherein\nsaid\ncontactor is provided on said lateral face of said\nbattery\ncase adjacent said\nvehicle\nforward side of said\nbattery\ncase. | 2011-079748 | Japan | 2011-03-31 | Un aspect de l'invention fournit un véhicule électrique à trois roues dans lequel un logement de batterie situé dans un corps arrière peut être petit et le nombre de composantes peut être réduit. Un corps arrière comprend des cadres de corps arrière fixés d'une manière pivotable verticalement relativement à un cadre de corps et un châssis fixés sur les cadres du corps arrière par une tige pivot sur le côté avant du véhicule d'une manière pivotable verticalement. Au moins des batteries avant et arrière sont situées sur les cadres de corps arrière ,et un moteur et les roues arrière sont supportés sur le châssis. Les batteries avant et arrière sont logées dans un logement de batterie fixé sur les cadres de corps arrière, un bloc d'entraînement (PDU) servant de dispositif de contrôle de batterie est situé sur un côté vers l'avant du véhicule du logement de batterie. Un contacteur a une fonction d'ouverture et de fermeture de la connexion entre les batteries, avant et arrière, et le PDU est situé sur une face latérale du logement de batterie. | True |
| 78 | Patent 3163502 Summary - Canadian Patents Database | CA 3163502 | NaN | ELECTRICVEHICLEBATTERYENCLOSURE | ENCEINTE DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | WEICKER, PHILLIP JOHN, TARLAU, DAVID, BOURKE, DEBORAH ANNE, CHARBONNEAU, ALEXI, MCCARRON, DANIEL GEORGE | NaN | 2020-09-21 | SMART & BIGGAR LP | English | CANOO TECHNOLOGIES INC. | WHAT IS CLAIMED IS:\n1. A\nbattery\nenclosure comprising\na pair of longitudinal side rails each having an elongated body with a forward\nend\nand a rear end and with an external side and an internal side;\na forward and a rear support element each having an elongated body with\nopposing ends and disposed laterally between each of the side rails and\nconnected to\neach of the two side rails where each of the opposing ends connects to a\nrespective\ninternal side of the side rails, and wherein the forward support element is\ndisposed at the\nforward end and the rear support element is disposed at the rear end thereby\ncreating a\nspace therebetween;\na plurality of lateral support structures having elongated bodies with\nopposing ends\nand disposed between the side rails in a longitudinal direction such that the\nspace is\ndivided by the lateral support structures and wherein each of the side rails,\nforward and\nrear support elements, and lateral structures serve to provide strength to the\nbattery\nenclosure as well as act as support features; and\na plurality of individual\nbattery\nmodules removably disposed within the space\nbetween the support elements and structures wherein each of the plurality of\nbattery\nmodules are individually connected to one or more support elements.\n2. The\nbattery\nenclosure of claim 1 further comprising one or more\nlongitudinal\nsupport members each having an elongated body with a first end and a second\nend,\nwherein the first end is connected to a center portion of one of the forward\nsupport\nelement or the rear support element and wherein the second end is connected to\na center\nportion of a lateral support structure.\n3. The\nbattery\nenclosure of claim 1 further comprising a top plate and a\nbottom plate\nwherein the top plate is secured to a top portion of each of the side rails,\nthe forward and\nrear support elements, and each of the plurality of lateral support\nstructures, and wherein\nthe bottom plate is secured to a bottom portion of each of the side rails, the\nforward and\nrear support elements, and each of the plurality of lateral support\nstructures.\n-16-\n4. The\nbattery\nenclosure of claim 1, further comprising a plurality of\ntemperature\ncontrol elements, wherein each of the plurality of temperature control\nelements is\ndisposed between at least two of the plurality of\nbattery\nmodules such that\nthe plurality of\ntemperature control elements receive heat energy from the\nbattery\nmodules.\n5. The\nbattery\nenclosure of claim 4, wherein the temperature control\nelements are\ncooling elements.\n6. The\nbattery\nenclosure of claim 4, wherein the plurality of temperature\ncontrol\nelements are connected to a\nvehicle\ntemperature control system such that the\nheat\nenergy received is transferred to the\nvehicle\ntemperature control system.\n7. The\nbattery\nenclosure of claim 1, where in the plurality of\nbattery\nmodules are\ndisposed parallel to and perpendicular to a longitudinal axis of framework\ncomprised of\nat least the longitudinal side rails and the front and rear support elements.\n8. The\nbattery\nenclosure of claim 1, further comprising a plurality of\nauxiliary\ncomponents that complement the function of the plurality of\nbattery\nmodules\nand are\ninterconnected therewith such that the plurality of auxiliary components can\ntransfer\nenergy from the plurality of\nbattery\nmodules to other components in a\nvehicle\nstructure.\n9. The\nbattery\nenclosure of claim 8, wherein the auxiliary components are\nconnected\nto the plurality of\nbattery\nmodules via wire buses.\n10. The\nbattery\nenclosure of claim 8, wherein the plurality of auxiliary\ncomponents are\nselected from a group consisting of power management devices, cooling\nelements, and\nbattery\ndisconnects.\n-1 7-\n11. The\nbattery\nenclosure of claim 9, wherein each of the plurality of\nlateral support\nstructures have at least one opening disposed within the elongated body such\nthat the\nopening extends between two external sides of the elongated body such that the\nwire\nbusses pass can through the at least one opening to connect the plurality of\nbattery\nmodules and auxiliary components.\n12. The\nbattery\nenclosure of claim 3, wherein the bottom plate comprises a\nsacrificial\nimpact layer such that an impact to the bottom plate does not damage the\nbottom plate\nbeyond the sacrificial impact layer.\n13. The\nbattery\nenclosure of claim 12, wherein the bottom plate comprises a\nplurality\nof support ridges such that each of the ridges extend inward towards the space\nand are\nconfigured to engage with and support each of the plurality of individual\nbattery\nmodules.\n14. The\nbattery\nenclosure of claim 3, wherein the top plate has a plurality\nof connection\npoints disposed on an outer surface.\n15. The\nbattery\nenclosure of claim 1, further comprising a plurality of\nbattery\nsupport\nelements connected to at least one of the longitudinal side rails and/or at\nleast one of the\nplurality of lateral support structures and wherein each of the plurality of\nbattery\nsupport\nelements has a flange extending inward towards the space and cooperatively\nengages\nwith at least one of the plurality of\nbattery\nmodules.\n16. The\nbattery\nenclosure of claim 1, wherein each of the\nbattery\nmodules\ncan be\nindividually removed and/or replaced as needed.\n17. The\nbattery\nenclosure of claim 1, wherein the pair of longitudinal side\nrails, the\nforward and rear support elements, and the plurality of lateral support\nstructures form at\nleast a part of a\nvehicle\nplatform that can be connected to a\nvehicle\ncabin.\n-18-\n18. The\nbattery\nenclosure of claim 17, wherein the\nvehicle\nplatform is an\nelectric\nvehicle\nplatform.\n19. The\nbattery\nenclosure of claim 18, wherein the\nelectric\nvehicle\nplatform is a self-\ncontained\nvehicle\nplatform comprising at least a drive system, and a\nsuspension system\nintegrated within the\nvehicle\nplatform.\n20. An\nelectric\nvehicle\nplatform comprising a\nbattery\ncompartment where the\nbattery\ncompartment comprises a pair of longitudinal side rails each having an\nelongated body\nwith a forward end and a rear end and with an external side and an internal\nside;\na forward and a rear support element each having an elongated body with\nopposing ends and disposed laterally between each of the side rails and\nconnected to\neach of the two side rails where each of the opposing ends connects to a\nrespective\ninternal side of the side rails, and wherein the forward support element is\ndisposed at the\nforward end and the rear support element is disposed at the rear end thereby\ncreating a\nspace therebetween;\na plurality of lateral support structures having elongated bodies with\nopposing ends\nand disposed between the side rails in a longitudinal direction such that the\nspace is\ndivided by the lateral support structures and wherein each of the side rails,\nforward and\nrear support elements, and lateral structures serve to provide strength to the\nbattery\nenclosure as well as act as support features; and\na plurality of individual\nbattery\nmodules disposed within the space between\nthe\nsupport elements and structures wherein each of the plurality of\nbattery\nmodules are\nindividually connected to one or more support elements.\n-19- | 62/903,709 | United States of America | 2019-09-20 | Enceinte de batterie destinée à être utilisée dans un véhicule électrique, dont les éléments de support structuraux sont multifonctionnels et agissent pour fournir un support aux batteries positionnées de façon interne, ainsi qu'une résistance supplémentaire au châssis du véhicule électrique. En outre, les éléments structuraux peuvent fournir une résistance aux chocs pour empêcher une intrusion indésirable dans l'enceinte de batterie. | True |
| 79 | Patent 2433420 Summary - Canadian Patents Database | CA 2433420 | NaN | METHOD FOR CONTROLLING THE OPERATING CHARACTERISTICS OF A HYBRIDELECTRICVEHICLE | PROCEDE DE GESTION DES CARACTERISTIQUES DE LA MARCHE D'UN VEHICULE ELECTRIQUE HYBRIDE | NaN | FRANK, ANDREW A. | NaN | 2002-01-03 | MARKS & CLERK | English | THE REGENTS OF THE UNIVERSITY OF CALIFORNIA | CLAIMS\nWhat is claimed is:\n1. In a hybrid\nelectric\nvehicle\nhaving an internal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for powering the\nelectric\nmotor, the\nimprovement\ncomprising:\ncontrolling the interaction between the internal combustion engine and\nelectric\nmotor by taking energy into the\nbattery\nsystem only if it is more fuel\nefficient than\nthrottling the engine and operating the engine at a lower efficiency.\n2. An improvement as recited in claim 1, further comprising:\ncharging the\nbattery\nsystem to a certain state or maintaining the\nbattery\nsystem at a particular state of charge during operation of the\nvehicle\n.\n3. A method for controlling the interaction between an internal combustion\nengine and\nelectric\nmotor operated by a\nbattery\nsystem in a hybrid\nelectric\nvehicle\n,\ncomprising:\ntaking energy into the\nbattery\nsystem only if it is more fuel efficient than\nthrottling the engine and operating the engine at a lower efficiency.\n4. A method as recited in claim 3, further comprising:\ncharging the\nbattery\nsystem to a certain state or maintaining the\nbattery\nsystem at a particular state of charge during operation of the\nvehicle\n.\n5. An apparatus for controlling the interaction between an internal\ncombustion engine and\nelectric\nmotor operated by a\nbattery\nsystem in a hybrid\nelectric\nvehicle\n, comprising:\na computer; and\nprogramming associated with said computer for taking energy into the\nbattery\nsystem only if it is more fuel efficient than throttling the engine and\noperating the\nengine at a lower efficiency.\n6. An apparatus as recited in claim 5, further comprising:\nprogramming associated with said computer for charging the\nbattery\nsystem to\na certain state or maintaining the\nbattery\nsystem at a particular state of\ncharge during\n-14-\noperation of the\nvehicle\n.\n7. In a hybrid\nelectric\nvehicle\nhaving an internal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for powering the\nelectric\nmotor, the\nimprovement\ncomprising:\nusing engine "turn-on" speed to regulate depth of discharge of the\nbattery\nsystem by observing average depth of discharge of the\nbattery\nsystem over a\nperiod\nof time and maintaining the depth of discharge between a maximum and minimum\nwith the engine.\n8. A\nbattery\ncontrol method for an hybrid\nelectric\nvehicle\nhaving an\ninternal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for\npowering the\nelectric\nmotor, comprising:\nusing engine "turn-on" speed to regulate depth of discharge of the\nbattery\nsystem by observing average depth of discharge of the\nbattery\nsystem over a\nperiod\nof time and maintaining the depth of discharge between a maximum and minimum\nwith the engine.\n9. A\nbattery\ncontrol apparatus for a hybrid\nelectric\nvehicle\nhaving an\ninternal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for\npowering the\nelectric\nmotor, comprising:\na computer; and\nprogramming associated with said computer for using the engine "turn-on"\nspeed to regulate the depth of discharge of the\nbattery\nsystem by observing\naverage\ndepth of discharge of the\nbattery\nsystem over a period of time and maintaining\nthe\ndepth of discharge between a maximum and minimum with the engine.\n10. In a hybrid\nelectric\nvehicle\nhaving an internal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for powering the\nelectric\nmotor, the\nimprovement\ncomprising:\ncycling depth of discharge of the\nbattery\nsystem with the engine to maintain\nthe depth of discharge between a maximum and minimum.\n-15-\n11. A\nbattery\ncontrol method for a hybrid\nelectric\nvehicle\nhaving an internal\ncombustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for powering the\nelectric\nmotor, comprising:\ncycling depth of discharge of the\nbattery\nsystem with the engine to maintain\nthe depth of discharge between a maximum and minimum.\n12. A\nbattery\ncontrol apparatus method for a hybrid\nelectric\nvehicle\nhaving\nan internal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for\npowering\nthe\nelectric\nmotor, comprising:\na computer; and\nprogramming associated with said computer for cycling depth of discharge of\nthe\nbattery\nsystem with the engine to maintain the depth of discharge between\na\nmaximum and minimum.\n13. In a hybrid\nelectric\nvehicle\nhaving an internal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for powering the\nelectric\nmotor, the\nimprovement\ncomprising:\nsetting a closed loop system to regulate depth discharge of the\nbattery\nsystem\nwith a frequency bandwidth sufficient to meet predetermined operating\ncriteria;\nsaid predetermined operating criteria selected from the group consisting\nessentially of\nbattery\nlife,\nvehicle\nrange, and driveability.\n14. An improvement as recited in claim 13, further comprising:\nregulating depth of discharge of the\nbattery\nsystem without fully charging the\nbattery\nsystem with the engine.\n15. A\nbattery\ncontrol method for a hybrid\nelectric\nvehicle\nhaving an internal\ncombustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for powering the\nelectric\nmotor, comprising:\nsetting a closed loop system to regulate depth discharge of the\nbattery\nsystem\nwith a frequency bandwidth sufficient to meet predetermined operating\ncriteria;\nsaid predetermined operating criteria selected from the group consisting\nessentially of\nbattery\nlife,\nvehicle\nrange, and driveability.\n-16-\n16. A method as recited in claim 15, further comprising:\nregulating depth of discharge of the\nbattery\nsystem without fully charging the\nbattery\nsystem with the engine.\n17. A\nbattery\ncontrol apparatus for a hybrid\nelectric\nvehicle\nhaving an\ninternal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for\npowering the\nelectric\nmotor, comprising:\na closed loop system configured to regulate depth discharge of the\nbattery\nsystem with a frequency bandwidth sufficient to meet predetermined operating\ncriteria;\nsaid predetermined operating criteria selected from the group consisting\nessentially of\nbattery\nlife,\nvehicle\nrange, and driveability.\n18. An apparatus as recited in claim 17, further comprising:\na computer; and\nprogramming associated with said computer for regulating depth of discharge\nof the\nbattery\nsystem without fully charging the\nbattery\nsystem with the\nengine.\n19. In a hybrid\nelectric\nvehicle\nhaving an internal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for powering the\nelectric\nmotor, the\nimprovement\ncomprising:\nusing\nvehicle\nspeed as a determinant of\nvehicle\nenergy demand from said\nbattery\nsystem.\n20. A\nbattery\ncontrol method for an hybrid\nelectric\nvehicle\nhaving an\ninternal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for\npowering the\nelectric\nmotor, comprising:\nusing\nvehicle\nspeed as a determinant of\nvehicle\nenergy demand from said\nbattery\nsystem.\n21. A\nbattery\ncontrol apparatus for a hybrid\nelectric\nvehicle\nhaving an\ninternal combustion engine, an\nelectric\nmotor, and a\nbattery\nsystem for\npowering the\nelectric\nmotor, comprising:\na computer; and\n-17-\nprogramming associated with said computer for using\nvehicle\nspeed as a\ndeterminant of\nvehicle\nenergy demand from said\nbattery\nsystem.\n22. In a hybrid\nelectric\nvehicle\nhaving an internal combustion engine, an\nelectric\nmotor, a\nbattery\nsystem for powering the\nelectric\nmotor, and a\ncontinuously\nvariable transmission (CVT) powertrain system, the improvement comprising:\nusing the\nelectric\nmotor and\nbattery\nsystem to provide acceleration and\ndeceleration compensation for the CVT powertrain system dynamics.\n23. A control method for a hybrid\nelectric\nvehicle\nhaving an internal\ncombustion engine, an\nelectric\nmotor, a\nbattery\nsystem for powering the\nelectric\nmotor, and a continuously variable transmission (CVT) powertrain system,\ncomprising:\nusing the\nelectric\nmotor and\nbattery\nsystem to provide acceleration and\ndeceleration compensation for the CVT powertrain system dynamics.\n24. A control apparatus for a hybrid\nelectric\nvehicle\nhaving an internal\ncombustion engine, an\nelectric\nmotor, a\nbattery\nsystem for powering the\nelectric\nmotor, and a continuously variable transmission (CVT) powertrain system,\ncomprising:\na computer; and\nprogramming associated with said computer for using the\nelectric\nmotor and\nbattery\nsystem to provide acceleration and deceleration compensation for the\nCVT\npowertrain system dynamics.\n-18- | 60/259,662 | United States of America | 2001-01-03 | L'invention concerne un procédé de commande du moteur thermique (12) d'un véhicule hybride à moteur électrique/thermique utilisant un bloc de batteries plus petit, particulièrement dans des configurations où un ensemble moteur électrique (E/M) ou moteur/génératrice (E/MG) (16), une batterie (20), et des commandes connexes sont montés entre le moteur (12) et une boîte de vitesse (24) à variation continue ou automatique. On contrôle l'interaction entre le moteur thermique (12) et le moteur électrique (16) fonctionnant par batterie en comparant le rendement entre le mode à batteries chargées et celui du fonctionnement du moteur au ralenti. | True |
| 80 | Patent 3136944 Summary - Canadian Patents Database | CA 3136944 | NaN | ELECTRICPOWERTRAIN SYSTEM FOR HEAVY DUTYVEHICLES | SYSTEME DE GROUPE MOTOPROPULSEUR ELECTRIQUE POUR VEHICULES UTILITAIRES LOURDS | NaN | SLOAN, TODD F., FORSBERG, CHRIS, COUPAL-SIKES, ERIC M., TYERMAN, LANDON | NaN | 2020-04-17 | AIRD & MCBURNEY LP | English | HEXAGON PURUS NORTH AMERICA HOLDINGS INC. | WHAT IS CLAIMED IS:\n1. A\nbattery\nassembly for an\nelectric\nvehicle\n, comprising:\na housing having a lateral portion and a central portion, the housing\nincluding an\nupwardly oriented concavity between the lateral portion and the central\nportion;\none or more\nbattery\nunits disposed within the housing at least in the central\nportion;\nand\na mounting system disposed adjacent to or within the concavity, the mounting\nsystem further comprising:\na frame member bracket configured to connect to a frame member of a\nvehicle\n; and\na housing bracket system comprising:\na housing bracket configured to be coupled to the frame member\nbracket;\na load member having a first portion disposed adjacent to an upper\nsurface of the housing and a second portion disposed along the lateral\nportion;\na vibration isolator disposed between the load member and the\nhousing bracket to reduce load transmission from the frame member of the\nvehicle\nto the housing.\n2. The\nbattery\nassembly of Claim 1, further comprising an ingress preventing\nanchor\nmember disposed in the housing, the vibration isolator being secured to the\ningress preventing\nanchor member.\n3. The\nbattery\nassembly of Claim 2, wherein the ingress preventing anchor\nmember\ncomprises a plate member having a blind recess formed therein, the blind\nrecess configured to\nreceive a fastener disposed through the vibration isolator.\n4. The\nbattery\nassembly of Claim 3, wherein the blind recess comprises at\nleast one flat\nsurface configured to restrict rotation of an internally threaded member\ntherein.\n5. The\nbattery\nassembly of Claim 1, wherein the mounting system comprises a\nforward\nframe member bracket and a forward housing bracket system and a rearward frame\nmember\nbracket and a rearward housing bracket system.\n6. The\nbattery\nassembly of Claim 5, wherein the mounting system further\ncomprises:\n3 5\na second forward frame member bracket and a second forward housing bracket\nsystem; and\na second rearward frame member bracket and a second rearward housing bracket\nsystem.\n7. The\nbattery\nassembly of Claim 1, wherein the frame member bracket is\nconfigured to\nbe coupled to an outboard side of a frame member of a\nvehicle\nand the load\nmember is configured\nto be disposed outboard of the frame member bracket, the load member being\ndisposed between\nthe frame member and the lateral portion of the housing.\n8. The\nbattery\nassembly of Claim 1, wherein the vibration isolator is a first\nvibration\nisolator and further comprising a second vibration isolator disposed between\nthe load member and\nthe housing bracket to reduce load transmission from the frame member of the\nvehicle\nto the\nhousing.\n9. The\nbattery\nassembly of Claim 8, wherein the first vibration isolator is\nconfigured to\nreduce vertical load transmission and the second vibration isolator is\nconfigured to reduce\nhorizontal load transmission.\n10. A\nbattery\nassembly for an\nelectric\nvehicle\n, comprising:\na housing comprising a concave shell with an internal space and an opening for\nproviding access to the internal space;\none or more\nbattery\nunits disposed within the internal space of the housing;\nand\na fastener assembly configured to secure another component of the\nbattery\nassembly to the concave shell while maintaining ingress protection, the\nfastener assembly\nincluding a bolt, a load spreading member and at least one seal member\ndisposed in a recess\nof the load spreading member on a side of the load spreading member facing or\ncontacting\nthe housing.\n11. The\nbattery\nassembly of Claim 10, wherein the other component comprises a\nmounting\nsystem for connecting the\nbattery\nassembly to a\nvehicle\nframe.\n12. The\nbattery\nassembly of Claim 11, wherein the bolt secures a vibration\nisolator against\nthe housing.\n13. The\nbattery\nassembly of Claim 10, wherein the other component comprises a\nstep\nmounting bracket, ingress protection being provided between a multi-point\nloading spreading\nmember and an outboard side of the housing.\n36\n14. The\nbattery\nassembly of Claim 10, wherein the load spreading member\ncomprises an\nelongate bracket.\n15. The\nbattery\nassembly of Claim 14, wherein the elongate bracket comprises a\nmulti-\npoint load spreading member comprising a plurality of anchor apertures, the\nrecess surrounding\none of the anchor apertures.\n16. The\nbattery\nassembly of Claim 14, wherein the elongate bracket comprises\napertures\nfor supporting a vertical load of a step assembly on at least two sides\nthereof.\n17. The\nbattery\nassembly of Claim 10, wherein the load spreading member\ncomprises an\naperture sized to receive the bolt and an inner area disposed between the\naperture and the recess,\nthe inner area configured to space a tolerance gap of the\nbattery\nassembly.\n18. The\nbattery\nassembly of Claim 17, wherein the inner area comprises a\nradial width of\nat least 10 percent of the diameter of the bolt.\n19. A\nbattery\nassembly for an\nelectric\nvehicle\n, comprising:\na housing having a first lateral portion, a second lateral portion, and a\ncentral\nportion;\none or more\nbattery\nunits disposed within the housing; and\na step assembly comprising:\na\nvehicle\nside comprising a mounting bracket,\na step enclosure coupled with the mounting bracket; and\nat least one step disposed on an outboard side of the step assembly.\n20. The\nbattery\nassembly of Claim 19, wherein the at least one step comprises\na lower step\nand further comprising an upper step disposed on the outboard side or a top\nside of the step\nassembly at an elevation above an elevation of the lower step.\n21. The\nbattery\nassembly of Claim 19, further comprising a mounting system for\nconnecting the\nbattery\nassembly to a\nvehicle\nchassis and a load structure\ndisposed within the\nhousing and around the one or more\nbattery\nunits, the load structure\nconfigured to convey a load\napplied at the step assembly that is directed toward the\nbattery\nassembly\nthrough the load structure\nto the mounting system.\n22. The\nbattery\nassembly of Claim 19, wherein the mounting bracket comprises a\nfirst side\nconfigured to be placed on or to face an outboard side of the housing and\nanother side comprising\n37\nan aperture configured to secure the step enclosure to the mounting bracket to\nsupport a vertical\nload.\n23. The\nbattery\nassembly of Claim 22, wherein the other side comprises a side\ntransverse\nto the first side.\n24. The\nbattery\nassembly of Claim 22, wherein the other side comprises a\nsecond side\ndisposed opposite the first side.\n25. The\nbattery\nassembly of Claim 24, further comprising a side transverse to\nthe second\nside, the transverse side comprising an aperture configured to secure the step\nenclosure to the\nmounting bracket to support a vertical load.\n26. The\nbattery\nassembly of Claim 19, further comprising a crumple member\ndisposed\nin the step enclosure.\n27. The\nbattery\nassembly of Claim 26, wherein the crumple member is\nconfigured to\nprovide higher load support in a vertical direction than in a horizontal\ndirection.\n28. The\nbattery\nassembly of Claim 26, wherein the crumple member comprises\na\nhoneycomb structure.\n29. The\nbattery\nassembly of Claim 28, wherein the honeycomb structure is\noriented\nsuch that cells thereof are vertically oriented.\n30. A modular\nelectric\nvehicle\nsystem, comprising:\na plurality of\nbattery\nassemblies for an\nelectric\nvehicle\n, each of said\nbattery\nassemblies comprising:\na housing having a first lateral portion, a second lateral portion, and a\ncentral\nportion, the housing including an upwardly oriented recess between the first\nand\nsecond lateral portions;\none or more\nbattery\nunits disposed within the housing at least in the central\nportion;\na mounting system disposed at least partially between the first lateral\nportion and the second lateral portion;\na front end accessory component assembly configured to mount to a\nvehicle\nchassis,\nthe front end accessory component assembly comprising a frame and plurality of\nvehicle\naccessory components coupled to the frame, the frame configured to mount to\nthe\nvehicle\n38\nchassis to simultaneously couple the plurality of\nvehicle\naccessory components\nto the\nvehicle\nchassis;\nwherein the modular\nelectric\nvehicle\nsystem is configured such that the front\nend\naccessory component assembly can be placed in\nelectrical\ncommunication and/or\nin fluid\ncommunication with one or more than one of the plurality of\nbattery\nassemblies.\n31. The modular\nelectric\nvehicle\nsystem of Claim 30, wherein at least one of\nthe\nbattery\nassemblies is configured to be mounted to a frame assembly in a forward facing\ndirection or in a\nrearward facing direction.\n32. The modular\nelectric\nvehicle\nsystem of Claim 31, wherein the at least one\nof the\nbattery\nassemblies is configured such that a frame member of a\nvehicle\nassembly can be\ndisposed between\nthe first and second lateral portions and when so disposed can be coupled to\nthe mounting system\nbetween first and second lateral portions above the central portion.\n33. The modular\nelectric\nvehicle\nsystem of Claim 30, wherein at least one of\nthe\nbattery\nassemblies comprises a first manifold, a second manifold and a plurality of\nbattery\ncell cooling\nflow paths disposed therebetween;\nwherein the first manifold is adapted to be coupled to an outlet of a heat\nexchanger\nin a first configuration of the modular\nelectric\nvehicle\nsystem and when so\ncoupled to\nprovide an inlet to the plurality of\nbattery\ncell cooling flow paths, the\nsecond manifold\nproviding an outlet to the plurality of\nbattery\ncell cooling flow paths; and\nwherein the second manifold is adapted to be coupled to the outlet of the haat\nexchanger in a second configuration of the modular\nelectric\nvehicle\nsystem and\nwhen so\ncoupled to provide an inlet to the plurality of\nbattery\ncell cooling flow\npaths, the first\nmanifold providing an outlet to the plurality of\nbattery\ncell cooling flow\npaths;\nthe first configuration and the second configuration providing equal heat\ntransfer\nperformance.\n34. The modular\nelectric\nvehicle\nsystem of Claim 30, further comprising an\narray of\nretention devices for an\nelectrical\nconveyance, at least some of the retention\ndevices of the array\nbeing disposed in the upwardly oriented recess to retain the\nelectrical\nconveyance in a space\nbounded by the housing, the mounting system and a frame meinber of a\nvehicle\nwhen the inodular\nelectric\nvehicle\nsystern is inounted to the\nvehicle\n.\n39\n35. The modular\nelectric\nvehicle\nsystem of Claim 30, further comprising an\narray of\nretention devices disposed on an outside surface of the housing.\n36. The modular\nelectric\nvehicle\nsystem of Claim 35, wherein the array\ncomprises a clip\ndisposed on a vertical surface of the housing and a clip disposed on a surface\ntransverse to the\nvertical surface.\n37. The modular\nelectric\nvehicle\nsystem of Claim 35, wherein the array\nincludes a first\nplurality of clips configured to secure a first conductor and a second\nplurality of clips configured\nto secure a second conductor.\n38. The modular\nelectric\nvehicle\nsystem of Claim 37, wherein the first\nplurality of clips is\nconfigured to route the first conductor from a first side of a central axis of\nthe housing to a recess\ndisposed on a second side of the housing, the second side disposed across the\ncentral axis from the\nfirst side.\n39. The modular\nelectric\nvehicle\nsystem of Claim 30, wherein the modular\nelectric\nvehicle\nsystem is configured such that an\nelectrical\nsubsystem mounted on the frame of\nthe front end\naccessory component assembly can be placed in\nelectrical\ncommunication with\none\nbattery\nassembly and a thermal system mounted on the frame of the front end accessoiy\ncomponent\nassembly or an\nelectrical\nsubsystem mounted on the frame of the front end\naccessory component\nassembly can be placed in fluid communication or\nelectrical\ncommunication with\nat least one\nsubsystem mounted to the frame of the front end accessory component assembly.\n40. A\nbattery\nassembly, comprising:\na housing having a first lateral side, a second lateral side, and a planar\nportion\nextending along a top surface of the housing from the first lateral side to\nthe second lateral\nsi de;\none or more\nbattery\nunits disposed within the housing; and\na mounting system coupled with the top surface and configured to secure the\nhousing below a\nvehicle\nassembly.\n41. A modular\nelectric\nvehicle\nsystem, comprising the\nbattery\nassembly of\nClaim 40 and\nan auxiliary component configured to be removeably coupled with the top\nsurface of the housing.\n42. The modular\nelectric\nvehicle\nsystem of Claim 41, wherein the auxiliary\ncomponent\ncomprises a lateral component configured to be disposed laterally of the\nmounting system.\n43. The modular\nelectric\nvehicle\nsystem of Claim 42, wherein the lateral\ncomponent is a\nfirst lateral component and further comprising a second lateral component, the\nfirst and second\nlateral components being configured to be secured at opposite lateral ends of\nthe housing, the\nmounting system being disposed therebetween.\n44. The modular\nelectric\nvehicle\nsystem of Claim 43, wherein at least one of\nthe first and\nsecond lateral components encloses\nbattery\nunits.\n45. The modular\nelectric\nvehicle\nsystem of Claim 41, wherein the auxiliary\ncomponent is\nconfigured to be mounted to the top surface of the housing between the\nmounting system and a\ncentral vertical plane of the housing.\n46. The modular\nelectric\nvehicle\nsystem of Claim 45, wherein the auxiliary\ncomponent\nincludes power distribution components of the modular\nelectrical\nvehicle\nsystem.\n47. The modular\nelectric\nvehicle\nsystem of Claim 41, further comprising a\nfront end\naccessory component assembly configured to mount to a\nvehicle\nchassis, the\nfront end accessory\ncomponent assembly comprising a frame and a plurality of\nvehicle\naccessory\ncomponents coupled\nto the frame, the frame configured to mount to the\nvehicle\nchassis to\nsimultaneously couple the\nplurality of\nvehicle\naccessoiy components to the\nvehicle\nchassis.\n48. The modular\nelectric\nvehicle\nsystem of Claim 47, wherein the modular\nelectric\nvehicle\nsystem is configured such that the front end accessory component assembly can\nbe placed in\nelectrical\ncommunication andlor in fluid communication with one or more than\none of the\nbattery\nunits and the auxiliary component\n41 | 62/836,367 | United States of America | 2019-04-19 | L'invention concerne un ensemble batterie pour un véhicule électrique qui comprend un boîtier, une ou plusieurs unités de batterie, et un système de montage. La ou les unités de batterie sont disposées à l'intérieur du boîtier. Le système de montage est disposé à proximité d'une surface supérieure, par exemple, sur une surface supérieure plane ou à l'intérieur d'une concavité orientée vers le haut. Le système de montage a un support d'élément de cadre et un système de support de boîtier. Le système de support de boîtier comprend un support de boîtier, un élément de charge et un isolateur de vibrations. Le support de boîtier est conçu pour être accouplé au support d'élément de cadre. L'élément de charge a une première partie disposée à proximité d'une surface supérieure et une seconde partie disposée le long d'une partie latérale du boîtier. L'isolateur de vibrations est disposé entre l'élément de charge et le support de boîtier. L'isolateur de vibrations est conçu pour réduire la transmission de charge de l'élément de cadre du véhicule au boîtier. | True |
| 81 | Patent 2343489 Summary - Canadian Patents Database | CA 2343489 | NaN | ENERGY STORAGE DEVICE FOR LOADS HAVING VARIABLE POWER RATES | DISPOSITIF D'ACCUMULATION D'ENERGIE POUR DES CHARGES VARIABLES | NaN | DASGUPTA, SANKAR, JACOBS, JAMES K., BHOLA, RAKESH | 2007-05-22 | 2001-04-05 | RICHES, MCKENZIE & HERBERT LLP | English | ELECTROVAYA INC. | 24\nThe embodiments of the invention in which an exclusive\nproperty or privilege is claimed are defined as follows:\n1. A rechargeable\nbattery\npower supply system comprising:\na rechargeable energy\nbattery\nhaving an energy\nbattery\nenergy density and an energy\nbattery\nvoltage;\na rechargeable power\nbattery\nhaving a power\nbattery\nenergy density and a power\nbattery\nvoltage, the power\nbattery\nenergy density being less than the energy\nbattery\nenergy density, and the energy\nbattery\nvoltage being greater\nthan the power\nbattery\nvoltage;\na load structured to be driven by\nelectrical\nenergy;\nfirst power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nload so that the rechargeable power\nbattery\ncan supply\nelectrical\nenergy to the load through the first power supply\ncircuitry; and\nsecond power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nrechargeable energy\nbattery\nso that the rechargeable energy\nbattery\ncan supply\nelectrical\nenergy to the rechargeable\npower\nbattery\nthrough the second power supply circuitry.\n2. The system of claim 1 wherein the second power supply\ncircuitry comprises a controller structured to control the\nflow of\nelectrical\nenergy between the rechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n3. The system of claim 1 wherein the rechargeable energy\nbattery\nis non-aqueous.\n25\n4. The systems of claim 3 wherein the rechargeable energy\nbattery\nis a lithium ion\nbattery\n.\n5. The system of claim 1 wherein the rechargeable power\nbattery\nis a lead-acid\nbattery\n.\n6. A\nvehicle\nwhere the power used to drive the\nvehicle\ninto motion comes at least partially from\nbatteries\n, the\nvehicle\ncomprising:\na\nvehicle\nbody;\nan\nelectric\nmotor, in the\nvehicle\nbody, structured to\nbe driven by\nelectrical\nenergy and further structured to\ndrive the\nvehicle\ninto motion when the motor is driven by\nreceived\nelectrical\nenergy;\na rechargeable energy\nbattery\nhaving an energy\nbattery\nenergy density and an energy\nbattery\nvoltage;\na rechargeable power\nbattery\nhaving a power\nbattery\nenergy density and a power\nbattery\nvoltage, the power\nbattery\nenergy density being less than the energy\nbattery\nenergy density, and the energy\nbattery\nvoltage being greater\nthan the power\nbattery\nvoltage;\nfirst power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nelectric\nmotor so that the rechargeable power\nbattery\ncan\nsupply\nelectrical\nenergy to the\nelectric\nmotor through the\nfirst power supply circuitry; and\nsecond power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nrechargeable energy\nbattery\nso that the rechargeable energy\n26\nbattery\ncan supply\nelectrical\nenergy to the rechargeable\npower\nbattery\nthrough the second power supply circuitry.\n7. The\nvehicle\nof claim 6 wherein the second power supply\ncircuitry comprises a controller structured to control the\nflow of\nelectrical\nenergy between the rechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n8. The\nvehicle\nof claim 6 wherein the rechargeable energy\nbattery\nis non-aqueous.\n9. The\nvehicle\nof claim 8 wherein the rechargeable energy\nbattery\nis a lithium ion\nbattery\n.\n10. The\nvehicle\nof claim 6 wherein the rechargeable power\nbattery\nis a lead-acid\nbattery\n.\n11. The\nvehicle\nof claim 6 further comprising:\na regenerative braking system structured and located to\nsupply\nelectrical\nenergy captured when the\nvehicle\nbrakes;\nand\nthird power supply circuitry structured and located to\nelectrically\nconnect the regenerative braking system to the\nrechargeable power\nbattery\nso that the regenerative braking\nsystem supplies\nelectrical\nenergy to the rechargeable power\nbattery\nthrough the third power supply circuitry when the\nvehicle\nbrakes. | NaN | NaN | NaN | Un dispositif d'accumulation d'énergie pour le stockage d'énergie électrique et l'alimentation en énergie électrique d'un moteur d'entraînement à des charges variables est présenté. Le dispositif d'accumulation d'énergie comporte une batterie d'accumulation connectée à une batterie d'alimentation. La batterie d'accumulation a une densité énergétique plus élevée que la batterie d'alimentation. Toutefois, la batterie d'alimentation peut fournir une alimentation électrique à un moteur électrique à différentes charges, assurant ainsi que le moteur dispose de l'alimentation et du courant suffisants au besoin. La batterie d'alimentation est continuellement rechargée par la batterie de stockage d'énergie. De cette façon, la batterie d'alimentation stocke temporairement l'énergie reçue de la batterie de stockage et fournit l'énergie électrique à différentes charges tel que requis par le moteur. Le dispositif de stockage d'énergie peut être raccordé de manière amovible à une source d'alimentation externe afin de recharger les deux batteries. Les deux batteries peuvent être rechargées de façon indépendante pour optimiser la recharge et les caractéristiques de durée utile des batteries. | True |
| 82 | Patent 2753116 Summary - Canadian Patents Database | CA 2753116 | NaN | VEHICLEBATTERYMOUNTING STRUCTURE | STRUCTURE DE MONTAGE DE BATTERIE | NaN | IWASA, MAKOTO, KADOTA, HIDETOSHI, HASHIMURA, TADAYOSHI, SHIGEMATSU, SATOSHI, MORI, NOBUHIRO, HATTA, KENTARO | 2013-08-06 | 2010-02-19 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | -22-\nCLAIMS\n1. A\nvehicle\nbattery\nmounting structure for mounting a plurality of\nbatteries\nunder a floor panel of a\nvehicle\n, comprising:\na\nbattery\nunit comprising a plurality of the\nbatteries\n; and\na connection control device which controls\nelectrical\nconnection relating\nto the\nbattery\nunit;\nwherein the\nbattery\nunit comprises two groups of the\nbatteries\ndisposed\nto have a space there-between, and the connection control device is disposed\nin the space.\n2. The\nvehicle\nbattery\nmounting structure as defined in Claim 1, wherein\neach of the\nbatteries\ncomprises a terminal projecting towards the space.\n3. The\nvehicle\nbattery\nmounting structure as defined in Claim 1 or Claim 2,\nfurther comprising a second\nbattery\nunit comprising a plurality of the\nbatteries\nand connected to the first\nbattery\nunit via the connection control\ndevice, wherein the\nvehicle\ncomprises an\nelectric\nequipment that uses a power\nsupplied from the first and second\nbattery\nunits, and the first\nbattery\nunit\nis\nlocated nearer to the\nelectric\nequipment than the second\nbattery\nunit,\n4. The\nvehicle\nbattery\nmounting structure as defined in Claim 3, wherein the\nfirst\nbattery\nunit, the second\nbattery\nunit, and the connection control device\nare arranged in a\nvehicle\nlongitudinal direction, and the two groups of the\nbatteries\nare arranged in a\nvehicle\ntransverse direction such that the space\nis\nformed in the\nvehicle\nlongitudinal direction.\n-23--\n5. The\nvehicle\nbattery\nmounting structure as defined in Claim 3 or Claim 4,\nwherein the connection control device comprises a switching device for\nelectrically\nconnecting and disconnecting the first\nbattery\nunit and the\nsecond\nbattery\nunit.\n6. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 5, wherein the connection control device comprises a wire\nconnecting device for controlling a connection between the first and second\nbattery\nunits and the\nelectric\nequipment.\n7. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 6, wherein the first\nbattery\nunit further comprises second two\ngroups of the\nbatteries\nin the rear of the first two groups of the\nbatteries\n,\nand\nthe second two groups of the\nbatteries\nare disposed to have a space there-\nbetween which is continuous with the space between the first two groups of\nthe\nbatteries\n.\n8, The\nvehicle\nbattery\nmounting structure as defined in Claim 7, wherein the\nvehicle\ncomprises a passenger compartment in which a front seat, a rear seat\nand a floor located between the front seat and the rear seat are provided and\na\nfront compartment formed in front of the passenger compartment with respect\nto a\nvehicle\nlongitudinal direction for accommodating the\nelectric\nequipment,\nthe first two groups of the\nbatteries\nare mounted under the front seat, the\nsecond two groups of the\nbatteries\nare mounted under the floor, and the\nsecond\nbattery\nunit.\n-24-\n9. The\nvehicle\nbattery\nmounting structure as defined in Claim 8, wherein the\nconnection control device comprises an operation member which is exposed to\nthe passenger compartment and operated manually therefrom.\n10. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 9, further comprising a\nbattery\nmounting frame in which the\nfirst\nbattery\nunit, the second\nbattery\nunit, and the connection control device\nare fitted in advance as a\nbattery\nassembly so as to be fixed to an underside\nof\nthe floor panel via the\nbattery\nmounting frame.\n11. The\nvehicle\nbattery\nmounting structure as defined in Claim 10, wherein\nthe\nbattery\nmounting frame comprises a rectangular frame having a\nrectangular planar shape and a reinforcing member fixed to an inside of the\nrectangular frame.\n12. The\nvehicle\nbattery\nmounting structure as defined in Claim 11, wherein\nthe rectangular frame comprises a front edge member extending in the\nvehicle\ntransverse direction and the reinforcing member is constituted by a girder\nfixed to an inside of the rectangular frame in the\nvehicle\ntransverse\ndirection\nand a beam connecting a girder and the front edge member, the girder and the\nbeam forming a T-shape in a plan view.\n13. The\nvehicle\nbattery\nmounting structure as defined in Claim 12, wherein\nthe first\nbattery\nunit is disposed on both sides of the beam in the\nrectangular\nframe whereas the second\nbattery\nunit is disposed on the opposite side of the\n-25-\ngirder to the beam in the rectangular frame.\n14. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 10\nthrough Claim 13, wherein the\nvehicle\ncomprises a fixed member for fixing the\nbattery\nmounting frame.\n15. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 10\nthrough Claim 14, wherein the connection control device comprises a\nswitching device for\nelectrically\nconnecting and disconnecting the first\nbattery\nunit and the second\nbattery\nunit and a wire connecting device for controlling\na\nconnection between the first and second\nbattery\nunits and the\nelectric\nequipment, and the wire connecting device is disposed nearer to the\nelectric\nequipment than the switching device.\n16. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 15, wherein the first\nbattery\nunit, the second\nbattery\nunit, and\nthe connection control device are housed in a case in advance and fixed to the\nunderside of the floor panel via the case.\n17. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 16, wherein the\nelectric\nequipment comprises an\nelectric\nmotor\nand a related device as a motive force source for\nvehicle\ntravel.\n18. The\nvehicle\nbattery\nmounting structure as defined in Claim 1, wherein the\nconnection control device comprises a switching device for realizing an\nelectrical\nconnection and disconnection within the\nbattery\nunit, and the\n-26-\nbattery\nmounting structure comprises a support that supports the switching\ndevice in a position elevated from a base of the space.\n19. The\nvehicle\nbattery\nmounting structure as defined in Claim 18, further\ncomprising a case for accommodating the\nbattery\nunit, wherein the case and\nthe floor panel have an opening facing the switching device.\n20. The\nvehicle\nbattery\nmounting structure as defined in Claim 18 or Claim\n19, wherein the support comprises a deck on which the switching device is\nfixed and leg parts that support the deck.\n21. The\nvehicle\nbattery\nmounting structure as defined in Claim 18 or Claim\n19, wherein the support comprises a supporting plate that straddles the two\ngroups of the\nbatteries\nand is fixed thereto, and the switching device is\nfixed to\nthe supporting plate.\n22. A\nbattery\nassembly comprising a plurality of\nbatteries\nand mounted under\na floor panel of a\nvehicle\n, comprising:\na\nbattery\nunit comprising a plurality of\nbatteries\n; and\na connection control device which controls\nelectrical\nconnection relating\nto the\nbattery\nunit;\nwherein the\nbattery\nunit comprises two groups of the\nbatteries\ndisposed\nto have a space there-between, and the connection control device is disposed\nin the space. | 2009-041227 | Japan | 2009-02-24 | Une unité de batterie (38F), comprenant une pluralité de batteries (3), et des dispositifs de commande de liaison (35a, 35b, 36a, 36b, 36d, 36e) qui commandent la liaison électrique pour l'unité de batterie (38F) sont placés sous un panneau de plancher (16) d'un véhicule (1). L'unité de batterie (38F) comporte deux groupes de batterie (S1R, S1L) qui sont placés avec un espace (G) entre eux. Les dispositifs de commande de liaison (35a, 35b, 36a, 36b, 36d, 36e) sont placés dans l'espace (G). Ainsi, la disposition des dispositifs de commande de liaison (35a, 35b, 36a, 36b, 36d, 36e) peut être optimisée et la longueur d'un faisceau de fils (34) peut être réduite. | True |
| 83 | Patent 2771313 Summary - Canadian Patents Database | CA 2771313 | NaN | ELECTRICTHREE-WHEELEDVEHICLE | VEHICULE ELECTRIQUE A TROIS ROUES | NaN | KURAKAWA, YUKINORI, NAKAYAMA, MASARU, HASEGAWA, MAKOTO | 2015-09-15 | 2012-03-14 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | - 21 -\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An\nelectric\nvehicle\n, comprising:\na pair of left and right rear wheels configured to be driven by rotary driving\npower;\na motor supplied with\nelectric\npower, and configured to provide the rotary\ndriving power;\na rear body comprising rear body frames attached in a transversely tiltable\nmanner with respect to a body frame and a chassis attached to the rear body\nframes\nby a pivot shaft on a\nvehicle\nforward side in a vertically swingable manner;\nbatteries\nconfigured to provide the\nelectric\npower, the\nbatteries\nbeing\nlocated\non the rear body frames, wherein and the motor and the rear wheels are\nsupported\non the chassis, and wherein the\nbatteries\nare housed in a\nbattery\ncase fixed\non the\nrear body frames;\na power distribution unit (PDU) configured as a\nbattery\ncontrol device, said\nPDU being located on a\nvehicle\nforward side of the\nbattery\ncase; and\na contactor configured to open and close a connection between the\nbatteries\nand the PDU, is the contactor being located on a lateral face of the\nbattery\ncase.\n2. The\nelectric\nvehicle\naccording to claim 1, further comprising:\na pair of left and right rear body frames oriented along a\nvehicle\nlongitudinal\ndirection, wherein the\nbattery\ncase is supportingly held between the left and\nright\nrear body frames;\na PDU supporting frame, which is curved in a projecting form toward a\nvehicle\nforward direction, and the PDU supporting frame configured to connect\nthe\n- 22 -\nleft and right rear body frames, wherein the PDU is supported by the PDU\nsupporting frame.\n3. The\nelectric\nvehicle\naccording to claim 1, wherein the chassis is\njournalled to\nthe rear body frames by the pivot shaft located on the\nvehicle\nforward side in\na\nvertically swingable manner, and wherein the motor is located behind the pivot\nshaft and in a\nvehicle\nforward position of the chassis.\n4. The\nelectric\nvehicle\naccording to claim 1, further comprising a down\nregulator configured to decrease a voltage of an external power supply to\ncharge\nthe\nbatteries\n, wherein the down regulator is located under the\nbattery\ncase.\n5. The\nelectric\nvehicle\naccording to claim 4, further comprising:\na lower frame surrounding a lower part of the\nbattery\ncase, the lower frame\nbeing located on bottoms of the rear body frames, wherein the down regulator\nis\nattached to the lower frame under the\nbattery\ncase.\n6. The\nelectric\nvehicle\naccording to claim 1, wherein the\nbatteries\ninclude\na front\nbattery\nand a rear\nbattery\nwhich are located close to each other in a\nvehicle\nlongitudinal direction, and wherein in the\nbattery\ncase, a rear bottom face\nunder the\nrear\nbattery\nis higher than a front bottom face under the front\nbattery\n,\nwhereby the\nrear\nbattery\nis in a higher position than the front\nbattery\n.\n7. The\nelectric\nvehicle\naccording to claim 6, further comprising a down\nregulator configured to decrease the voltage of the external power supply to\ncharge\nthe\nbatteries\n, said down regulator being located under the rear bottom face.\n- 23 -\n8. The\nelectric\nvehicle\naccording to claim 1, wherein the rear body frames\ninclude a charge port bracket configured to mount a\nbattery\ncharge port to be\nconnected with the external power supply to charge the\nbatteries\n.\n9. The\nelectric\nvehicle\naccording to claim 8, wherein the contactor is\nfixed on a\ncontactor supporting stay extending from the\nbattery\ncase in a\nvehicle\ntransverse\ndirection, and wherein the charge port bracket is located under the contactor.\n10. The\nelectric\nvehicle\naccording to claim 1, further comprising:\nmonitoring\nboards configured to monitor the\nbatteries\n, said monitoring boards being\nattached\nto upper surfaces of the\nbatteries\n; and a\nbattery\nmanagement unit (BMU)\nconfigured\nto collect information from the monitoring boards, the BMU being housed in the\nbattery\ncase on a\nvehicle\nforward side of the\nbatteries\n.\n11. The\nelectric\nvehicle\naccording to claim 1, wherein the PDU is located\nabove a\nrelative rotation part to enable the rear body frames to tilt transversely\nwith respect\nto the body frame and at front ends of the rear body frames so that a mounting\nsurface of a board housed therein, on which various\nelectric\ncomponents are\nmounted, is oriented toward a\nvehicle\nforward direction.\n12. The\nelectric\nvehicle\naccording to claim 1, wherein the\nelectric\nvehicle\ncomprises a three-wheeled\nvehicle\n.\n13. An\nelectric\nvehicle\n, comprising:\na pair of left and right rear wheels for being driven by rotary driving power;\n- 24 -\nmotor means for providing the rotary driving power, said motor means\nbeing supplied with\nelectric\npower;\nrear body means attached in a transversely tiltable manner with respect to a\nbody frame and a chassis attached to rear body frames by a pivot shaft on a\nvehicle\nforward side in a vertically swingable manner;\nenergy storage means for providing the\nelectric\npower, the energy storage\nmeans being located on the rear body frames, wherein the motor means and the\nrear wheels are supported on the chassis, and wherein the energy storage means\nis\nhoused in a case means fixed on the rear body frame;\nbattery\ncontrol means for controlling the energy storage means, said\nbattery\ncontrol means being located on a\nvehicle\nforward side of the case means; and\ncontactor means for opening and closing a connection between the energy\nstorage means and the\nbattery\ncontrol means, said contactor means being\nlocated on\na lateral face of the case means.\n14. The\nelectric\nvehicle\naccording to claim 13, further comprising:\na pair of left and right rear body frames oriented along a\nvehicle\nlongitudinal\ndirection, wherein the case means is supportingly held between the left and\nright\nrear body frames;\nsupporting frame means for connecting the left and right rear body frames,\nwherein the\nbattery\ncontrol device is supported by the supporting frame means.\n15. The\nelectric\nvehicle\naccording to claim 13, wherein the chassis is\njournalled to\nthe rear body frames by the pivot shaft located on the\nvehicle\nforward side in\na\nvertically swingable manner, and wherein the motor means is disposed behind\nthe\npivot shaft and in a\nvehicle\nforward position of the chassis.\n- 25 -\n16. The\nelectric\nvehicle\naccording to claim 13, further comprising down\nregulator\nmeans for decreasing a voltage of an external power supply to charge the\nenergy\nstorage means, wherein the down regulator means is located under the case\nmeans.\n17. The\nelectric\nvehicle\naccording to claim 16, further comprising:\nlower frame means surrounding a lower part of the case means, said lower\nframe means being located on bottoms of the rear body frames, wherein the down\nregulator means is attached to the lower frame means under the case means.\n18. The\nelectric\nvehicle\naccording to claim 13, wherein the energy storage\nmeans\ncomprises a front\nbattery\nand a rear\nbattery\nwhich are located close to each\nother in\na\nvehicle\nlongitudinal direction, and wherein in the case means, a rear bottom\nface\nunder the rear\nbattery\nis higher than a front bottom face under the front\nbattery\n,\nwhereby the rear\nbattery\nis in a higher position than the front\nbattery\n.\n19. The\nelectric\nvehicle\naccording to claim 13, further comprising:\ncharge port means for being connected with an external power supply to\ncharge the energy storage means; and\ncharge port bracket means attached to the rear body frames, said charge port\nbracket means for supporting the charge port means thereupon.\n20. The\nelectric\nvehicle\naccording to claim 13, further comprising:\nmonitoring means for monitoring the energy storage means, said monitoring\nmeans being attached to upper surfaces of the energy storage means; and\n- 26 -\nbattery\nmanagement means for collecting information from the monitoring\nmeans, said\nbattery\nmanagement means being housed in the case means on a\nvehicle\nforward side of the energy storage means.\n21. An\nelectric\nvehicle\nas claimed on any one claim of claims 1 to 12\nwherein\nsaid contactor is provided on said lateral face of said\nbattery\ncase adjacent\nsaid\nvehicle\nforward side of said\nbattery\ncase.\n22. An\nelectric\nvehicle\nas claimed in any one of claims 13 to 20 wherein\nsaid\ncontactor is provided on said lateral face of said\nbattery\ncase adjacent said\nvehicle\nforward side of said\nbattery\ncase. | 2011-079748 | Japan | 2011-03-31 | Un aspect de l'invention fournit un véhicule électrique à trois roues dans lequel un logement de batterie situé dans un corps arrière peut être petit et le nombre de composantes peut être réduit. Un corps arrière comprend des cadres de corps arrière fixés d'une manière pivotable verticalement relativement à un cadre de corps et un châssis fixés sur les cadres du corps arrière par une tige pivot sur le côté avant du véhicule d'une manière pivotable verticalement. Au moins des batteries avant et arrière sont situées sur les cadres de corps arrière ,et un moteur et les roues arrière sont supportés sur le châssis. Les batteries avant et arrière sont logées dans un logement de batterie fixé sur les cadres de corps arrière, un bloc d'entraînement (PDU) servant de dispositif de contrôle de batterie est situé sur un côté vers l'avant du véhicule du logement de batterie. Un contacteur a une fonction d'ouverture et de fermeture de la connexion entre les batteries, avant et arrière, et le PDU est situé sur une face latérale du logement de batterie. | True |
| 84 | Patent 2398192 Summary - Canadian Patents Database | CA 2398192 | NaN | VEHICLEBATTERYCHARGING SYSTEM | SYSTEME DE CHARGE DE BATTERIE DE VEHICULE | NaN | LARSON, GERALD L. | 2010-08-03 | 2002-08-20 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC. | What is claimed is:\n1. A\nvehicle\nelectrical\nsystem, comprising:\nan alternator;\na controllable voltage regulator coupled to the alternator for energization;\na\nbattery\nconnected to the controllable voltage regulator for charging;\na\nbattery\ntemperature sensor providing measurement signals of\nbattery\ntemperature;\na current sensor coupled to a terminal of the\nbattery\nfor providing signals\nrelating to current drawn\nand supplied to the\nbattery\n; and\ndata processing means connected to receive the measurement signals of\nbattery\ntemperature and\nthe signals relating to current drawn and supplied to the\nbattery\nand\nresponsive thereto for\ngenerating a control signal for the controllable voltage regulator.\n2. A\nvehicle\nelectrical\nsystem as set forth in Claim 1, further comprising:\na low voltage accessory circuit; and\na low voltage regulator connected to the alternator for energization and to\nthe low voltage\naccessory circuit to supply power thereto.\n3. A\nvehicle\nelectrical\nsystem as set forth in Claim 2, further comprising a\nhigh voltage component circuit.\n4. A\nvehicle\nelectrical\nsystem as set forth in Claim 3, wherein the data\nprocessing means further\ncomprises:\nmeans for accumulating a measurement of current discharged from the\nbattery\n;\nand\nmeans responsive to the measurement of current discharged from the\nbattery\nfor\ngenerating the\ncontrol signal applied to the controllable voltage regulator.\n5, A\nvehicle\nelectrical\nsystem as set forth in Claim 4, wherein the means for\ngenerating the control\nsignal is further responsive to measurements of\nbattery\ntemperature.\n6. A\nvehicle\nelectrical\nsystem as set forth in Claim 5, wherein the data\nprocessing means further\ncomprises:\na clock;\nmeans responsive to the clock and to the temperature measurements for\ncalculating the time rate\nof change of\nbattery\ntemperature; and\nthe means for generating the control signal being further responsive to the\ntime rate of change of\nbattery\ntemperature for setting the control signal to limit the voltage level provided\nby the controllable voltage\nregulator.\n7. A\nvehicle\nelectrical\nsystem as set forth in Claim 6, wherein the data\nprocessing means further\ncomprises:\nmeans for measuring total current into the\nbattery\n; and\nmeans responsive to measured\nbattery\ntemperature and measured total current\nfor estimating loss;\nand\nmeans for setting the control signal being further responsive to the\nmeasurement of total input\ncurrent and estimated loss for setting voltage from the controllable voltage\nregulator to\nallow float charge of the\nbattery\nupon determination that the\nbattery\nis fully\ncharged.\n8. A\nvehicle\nelectrical\nsystem as set forth in Claim 7, further comprising two\nbatteries\n, one charged at\nfirst voltage and the second charged at a second voltage.\n11\n9. A\nvehicle\nelectrical\nsystem as set forth in Claim 1, further comprising a\nhigh voltage regulator\nconnected to the alternator for energization and to the high voltage component\ncircuit to supply power\nthereto.\n10. A\nvehicle\nelectrical\nsystem, comprising:\na lead acid\nbattery\nhaving two terminals;\na current sensor coupled to one terminal of the\nbattery\nfor measuring current\nsourced from and\ndelivered to the\nbattery\n;\na temperature sensor proximate to the\nbattery\nfor measuring\nbattery\ntemperature;\na charging regulator responsive to a control signal and having input and\noutput terminals,\nconnected by the output terminal to one terminal of the\nbattery\nfor\ncontrolling current\ndelivered to the\nbattery\n;\nan\nelectrical\nsystem controller responsive to the measured current sourced\nfrom the\nbattery\nand\nthe measured\nbattery\ntemperature for generating the control signal applied to\nthe charging\nregulator; and\nan energization source connected to the input of the charging regulator.\n11. A\nvehicle\nelectrical\nsystem as set forth in Claim 10, further comprising a\nsecond lead acid\nbattery\ncharged at a different voltage than the first, the charging regulator being\nadapted to provide charging\nacross two circuits.\n12. A\nvehicle\nelectrical\nsystem as set forth in Claim 11, wherein the\nelectrical\nsystem controller\nincludes means for totaling the measured current sourced from the\nbatteries\n.\n13. A\nvehicle\nelectrical\nsystem as set forth in Claim 12, and further\ncomprising:\n12\na lighting system circuit; and\na lighting system voltage regulator connected between the energization source\nand the lighting\nsystem circuit.\n14. A\nvehicle\nelectrical\nsystem as set forth in Claim 13, wherein the\nelectrical\nsystem controller further\ncomprises:\nmeans for profiling anticipated continuous run time for an engine after engine\nstarts; and\nmeans responsive to anticipated continuous run time for adjusting control\nsignals applied to the\ncharging regulator.\n15. A\nvehicle\nelectrical\nsystem as set forth in Claim 14, wherein the\nelectrical\nsystem controller further\ncomprises:\ndiagnostic means for estimating\nbattery\ninternal resistance;\nmeans for estimating\nbattery\ninternal losses during charging; and\nmeans responsive to estimated internal losses of the\nbatteries\nfor adjusting\nthe control signals\napplied to the charging regulator.\n16. A\nvehicle\nelectrical\nsystem comprising:\na\nbattery\nset having a grounded terminal and an ungrounded terminal;\nan\nelectrical\nsystem controller including data processing capacity;\na charging regulator having an output connected to the ungrounded terminal of\nthe\nbattery\nand a\ncontrol input;\n13\nan\nelectrical\npower generator connected to energize the charging regulator;\ninstrumentation connected to the\nelectrical\nsystem controller for providing\nmeasurements of current\ndischarged from the\nbattery\n, current delivered to the\nbattery\n, and\nbattery\ntemperature;\na program residing on the\nelectrical\nsystem controller for execution, the\nprogram utilizing\nbattery\ntemperature,\nbattery\ntemperature rate of change and measured current\ndischarged as\ninputs to an algorithm for dynamically setting a control signal value; and\nmeans for applying the control signal to the control input of the charging\nregulator.\n17. A\nvehicle\nelectrical\nsystem as set forth in Claim 16, further comprising:\na plurality of\nelectrical\nsubsystems for supplying power to different\ncomponent groups of the\nvehicle\n; and\na voltage regulator for setting the on selected\nelectrical\nsubsystems\nindependently of the\nother\nelectrical\nsubsystems.\n18. A\nvehicle\nelectrical\nsystem as set forth in Claim 17, further comprising:\na second\nbattery\nset connected to provide power at a different voltage than\nthe first\nbattery\nset.\n14 | 09/945,473 | United States of America | 2001-08-30 | Système électrique de véhicule comprenant plusieurs sous-systèmes électriques pour alimenter différents groupes de composants du véhicule. Chaque sous-système dispose d'un régulateur de tension pour régler la tension de chacun indépendamment des autres. Un de ces sous-systèmes comprend une batterie avec une borne mise à la terre et une borne non mise à la terre. Un dispositif de commande du système électrique, pouvant traiter des données, régule le niveau de tension du sous-système de charge au moyen d'un régulateur de charge doté d'une sortie branchée à la borne non mise à la terre de la batterie et d'une entrée d'asservissement. Une génératrice d'électricité est branchée pour alimenter le régulateur de charge. Les instruments branchés au dispositif de commande du système électrique mesurent le courant déchargé par la batterie, le courant transmis à la batterie et la température de la batterie. Un programme, situé dans le dispositif de commande du système électrique, utilise la température de la batterie, le taux de changement de cette température et la quantité de courant déchargée comme données d'entrée pour un algorithme de réglage dynamique de la valeur du signal de commande. Le signal de commande généré est utilisé pour l'entrée d'asservissement du régulateur de charge. | True |
| 85 | Patent 3223403 Summary - Canadian Patents Database | CA 3223403 | NaN | BATTERYPACK AND AUTOMOBILE | BLOC-BATTERIE ET AUTOMOBILE | NaN | ZHANG, KE, E, CONGJI, GUO, ZIZHU, PAN, YI, LU, ZHIPEI | NaN | 2022-07-06 | MOFFAT & CO. | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A\nbattery\npack (100), comprising:\na first\nbattery\nunit (11), the first\nbattery\nunit (11) being configured to\noutput\nelectric\nenergy in a first power range; and\na second\nbattery\nunit (12), the second\nbattery\nunit (12) being configured to\noutput\nelectric\nenergy in a second power range,\nthe second power range being higher than the first power range, and the first\nbattery\nunit (11) and the second\nbattery\nunit (12) being adapted to be controlled by a\ntask manager\n(20) to respond to different operating states of a load and provide\nelectric\nenergy required\nto the load.\n2. The\nbattery\npack (100) according to claim 1, wherein\nthe first\nbattery\nunit (11) and the second\nbattery\nunit (12) are adapted to be\nelectrically\nconnected to a\nbattery\nmanagement system in the task manager (20), the\nbattery\nmanagement system detects state parameters of the first\nbattery\nunit (11) and\nthe second\nbattery\nunit (12), and controls power ranges of input\nelectric\nenergy and\noutput\nelectric\nenergy of the first\nbattery\nunit (11) and the second\nbattery\nunit (12)\naccording to the state\nparameters.\n3. The\nbattery\npack (100) according to claim 1 or 2,\nfurther comprising a task bus (13), wherein the first\nbattery\nunit (11) and\nthe second\nbattery\nunit (12) are connected in parallel to the task bus (13), the task bus\n(13) is\nconfigured to receive control instructions from the task manager (20) and\ntransmit the\ncontrol instructions to the first\nbattery\nunit (11) and the second\nbattery\nunit (12), the first\nbattery\nunit (11) or the second\nbattery\nunit (12) is adapted to be activated\nand output\nelectric\nenergy in the first power range or the second power range after receiving the\ncontrol\ninstructions, and the control instructions correspond to the different\noperating states of the\nload.\n4. The\nbattery\npack (100) according to claim 3, wherein\nwhen the\nelectric\nquantity of the first\nbattery\nunit (11) is greater than a\nfirst threshold,\nthe first\nbattery\nunit (11) is adapted to receive the control instruction and\nbe activated to\nprovide\nelectric\nenergy to the load.\n5. The\nbattery\npack (100) according to claim 3 or 4, wherein\nwhen the\nelectric\nquantity of the first\nbattery\nunit (11) is lower than a\nsecond threshold,\nthe first\nbattery\nunit (11) receives the control instruction, and the first\nbattery\nunit (11) is\ndisabled to stop outputting\nelectric\nenergy; and the second\nbattery\nunit (12)\nis activated to\nprovide\nelectric\nenergy to the present load.\n6. The\nbattery\npack (100) according to any one of claims 3 to 5, wherein\nwhen the\nelectric\nquantity of the first\nbattery\nunit (11) is less than the\nfirst threshold\nand greater than the second threshold, both the first\nbattery\nunit (11) and\nthe second\nbattery\nunit (12) receive the control instruction and are activated, and both the\nfirst\nbattery\nunit (11)\nand the second\nbattery\nunit (12) provide\nelectric\nenergy to the load, where\nthe first threshold\nis greater than the second threshold.\n31\n7. The\nbattery\npack (100) according to any one of claims 1 to 6, wherein\nthe first\nbattery\nunit (11) comprises at least one sub-master pack, the sub-\nmaster pack\ncomprises at least one first\nbattery\ncore (11A), the first\nbattery\ncore (11A)\nhas a first energy\ndensity and a first power density,\nthe second\nbattery\nunit (12) comprises at least one sub-slave pack, the sub-\nslave pack\ncomprises at least one second\nbattery\ncore (12A), the second\nbattery\ncore\n(12A) has a\nsecond energy density and a second power density,\nthe first energy density is greater than the second energy density, and the\nfirst power\ndensity is less than the second power density.\n8. The\nbattery\npack (100) according to claim 7, wherein\nthe first power range is 10-20 KW, and the second power range is 50-100 KW; or\nthe first energy range is 50-100 KWh, and the second energy range is 10-30\nKWh.\n9. The\nbattery\npack (100) according to claim 7 or 8, wherein\na capacity of the second\nbattery\ncore in the second\nbattery\nunit (12) is 30%\nof a capacity\nof the first\nbattery\ncore in the first\nbattery\nunit (11), and\na specific power of the second\nbattery\nunit (12) is 1.5 times a specific power\nof the\nfirst\nbattery\nunit (11).\n10. A task manager (20),\nthe task manager (20) being configured to control a first\nbattery\nunit (11)\nand a second\n32\nbattery\nunit (12) in a\nbattery\npack (100) to respond to different operating\nstates of a load,\nand control the first\nbattery\nunit (11) and the second\nbattery\nunit (12) to\nprovide\nelectric\nenergy required to the load.\n11. The task manager (20) according to claim 10,\nthe task manager (20) comprising a\nbattery\nmanagement system, the\nbattery\nmanagement system being adapted to be\nelectrically\nconnected to the first\nbattery\nunit (11)\nand the second\nbattery\nunit (12), and configured to detect state parameters of\nthe first\nbattery\nunit (11) and the second\nbattery\nunit (12), and control the power\nranges of input\nelectric\nenergy and output\nelectric\nenergy of the first\nbattery\nunit (11) and\nthe second\nbattery\nunit (12) according to the state parameters.\n12. The task manager (20) according to claim 10 or 11, wherein\nthe task manager (20) is adapted to send control instructions to the first\nbattery\nunit\n(11) and the second\nbattery\nunit (12) through a task bus (13), and control the\nfirst\nbattery\nunit (11) or the second\nbattery\nunit (12) to be activated according to the\ncontrol instructions\nto output\nelectric\nenergy in a first power range or in a second power range,\nwhere the\ncontrol instructions correspond to the different operating states of the load.\n13. The task manager (20) according to claim 12, wherein\nthe task manager (20) outputs the control instruction when the\nelectric\nquantity of the\nfirst\nbattery\nunit (11) is greater than a first threshold, and the task\nmanager (20) activates\nthe first\nbattery\nunit (11) according to the control instruction to provide\nelectric\nenergy to\n33\nthe load.\n14. The task manager (20) according to claim 12 or 13, wherein\nthe task manager (20) outputs the control instruction when the\nelectric\nquantity of the\nfirst\nbattery\nunit (11) is less than a second threshold, the task manager (20)\ndisables the\nfirst\nbattery\nunit (11) according to the control instruction to stop\noutputting\nelectric\nenergy\nand activates the second\nbattery\nunit (12) to provide\nelectric\nenergy to the\npresent load.\n15. The task manager (20) according to any one of claims 12 to 14, wherein\nthe task manager (20) outputs the control instruction when the\nelectric\nquantity of the\nfirst\nbattery\nunit (11) is less than the first threshold and greater than the\nsecond threshold,\nand the task manager (20) activates the first\nbattery\nunit (11) and the second\nbattery\nunit\n(12) according to the control instruction to control both the first\nbattery\nunit (11) and the\nsecond\nbattery\nunit (12) to provide\nelectric\nenergy to the load, where the\nfirst threshold is\ngreater than the second threshold.\n16. A\nvehicle\n(1), comprising: the\nbattery\npack (100) according to any one of\nclaims 1 to\n9 or the task manager (20) according to any one of claims 10 to 15.\n34 | 202111159489.3 | China | 2021-09-30 | Bloc-batterie (100) et automobile (1). Le bloc-batterie est utilisé pour fournir l'énergie électrique requise pour l'automobile (1) dans différentes conditions de fonctionnement. Le bloc-batterie (100) comprend un gestionnaire de tâches (20), une première unité de batterie (11) et une seconde unité de batterie (12). La première unité de batterie (11) et la seconde unité de batterie (12) correspondent respectivement à différents états de fonctionnement d'une charge sous la commande du gestionnaire de tâches (20) et fournissent l'énergie électrique requise. | True |
| 86 | Patent 2938162 Summary - Canadian Patents Database | CA 2938162 | NaN | THERMALBATTERYFOR HEATINGVEHICLES | BATTERIE THERMIQUE PERMETTANT LE CHAUFFAGE DE VEHICULES | NaN | TZIDON, AVIV, YADGAR, AVRAHAM | 2023-02-21 | 2015-02-03 | FASKEN MARTINEAU DUMOULIN LLP | English | PHINERGY LTD. | CLAIMS\n1. A system for heating a component in an\nelectric\nvehicle\nthat is\nprimarily powered by a\nmain\nbattery\n, the system comprising:\na supplementary\nbattery\nbeing a metal-air\nbattery\ncomprising an electrolyte;\na reservoir tank for holding the electrolyte for the metal-air\nbattery\n;\na heating element powered by an external\nelectric\nsource for heating the\nelectrolyte in the\nreservoir tank before the\nelectric\nvehicle\nis started; and\na heat exchanger for conveying heat from the electrolyte, wherein, in use, the\nelectrolyte is\nused as a thermal\nbattery\nfor preserving heat and the heat is conveyed to the\ncomponent.\n2. The system according to claim 1, wherein the external\nelectric\nsource is\nexternal to the\nmetal-air\nbattery\n.\n3. The system according to claim 1 or 2, wherein the heating element is\npowered during\ncharging of the main\nbattery\nby the external\nelectric\nsource.\n4. The system according to any one of claims 1 to 3, wherein, in use, the\nelectrolyte circulates\nbetween the metal-air\nbattery\nand the reservoir tank and is heated during\noperation of the metal-\nair\nbattery\ndue to an exothermic reaction that takes place in the metal-air\nbattery\n.\n5. The system according to any one of claims 1 to 4, wherein, in use, the\nelectrolyte is heated\nto a desired temperature.\n6. The system according to any one of claims 1 to 5, wherein the metal-air\nbattery\nis an\naluminum-air\nbattery\n.\n7. The system according to any one of claims 1 to 5, wherein the metal-\nair\nbattery\nis\nelectrically\ncoupled to the main\nbattery\nand is activated to recharge the main\nbattery\nof the\nelectric\nvehicle\n.\n13\nDate Recue/Date Received 2022-03-30\n8. The system according to any one of claims 1 to 7, comprising a\nreplacement system,\nwherein, in use, when the temperature of the electrolyte in the reservoir tank\ndrops below a\npredetermined threshold value, the replacement system replaces the\nelectrolyte.\n9. The system according to any one of claims 1 to 8, wherein the component\nof the\nelectric\nvehicle\nis a passengers' cabin.\n10. The system according to any one of claims 1 to 8, wherein the component\nof the\nelectric\nvehicle\nis the main\nbattery\n.\n11. The system according to any one of claims 1 to 8, wherein the component\nof the\nelectric\nvehicle\nis a driver's seat.\n12. A method of heating a component in an\nelectric\nvehicle\ncomprising a\nmain\nbattery\nand a\nmetal-air\nbattery\n, the method comprising:\nheating a reservoir tank comprising an electrolyte to be used in the metal-air\nbattery\n;\nproviding a heating element powered by an external\nelectric\nsource for heating\nthe\nelectrolyte in the reservoir tank before the\nelectric\nvehicle\nis started;\nevacuating heat from the heated electrolyte using a heat-exchanger; and\nconveying the heat to the component in the\nelectric\nvehicle\n;\nwherein, in use, the electrolyte is used as a thermal\nbattery\nfor preserving\nheat and the\nmetal-air\nbattery\nis adapted to provide\nelectrical\npower to the main\nbattery\n.\n13. The method according to claim 12, wherein the external\nelectric\nsource\nis external to the\nmetal-air\nbattery\n.\n14. The method according to claim 12 or 13, wherein powering the heating\nelement is during\ncharging of the main\nbattery\nfrom the external\nelectric\nsource.\n14\nDate Recue/Date Received 2022-03-30\n15. The method according to any one of claims 12 to 14, wherein heating\nthe reservoir tank is\nby an exothermic reaction that takes place in the air-metal\nbattery\nduring an\noperation of the metal-\nair\nbattery\n.\n16. The method according to any one of claims 12 to 15, wherein the\nelectrolyte is heated to a\ndesired temperature.\n17. The method according to any one of claims 12 to 16, wherein the metal-\nair\nbattery\nis an\naluminum-air\nbattery\n.\n18. A method of extending a travel range of an\nelectric\nvehicle\ncomprising\nthe method of\nheating a component in the\nelectric\nvehicle\nas defined in any one of claims 12\nto 17 and activating\nthe metal-air\nbattery\nfor charging the main\nbattery\n.\n19. A system mounted in an\nelectric\nvehicle\nadapted to be primarily powered\nby a main\nbattery\n,\nthe system being adapted to heat a component in the\nelectric\nvehicle\n, the\nsystem comprising:\na supplementary\nbattery\nbeing a metal-air\nbattery\ncomprising an electrolyte;\na reservoir tank for holding the electrolyte;\na heating element for heating the electrolyte in the reservoir tank; and\na heat exchanger for conveying heat from the electrolyte;\nwherein the heating element is located inside the reservoir tank and powered\nby an external\nelectric\nsource;\nwherein the heating element is powered during charging of the main\nbattery\nby\nthe external\nelectric\nsource; and\nwherein, in use, the electrolyte is heated to a desired temperature received\nfrom a user of\nthe\nvehicle\nand heat is conveyed to the component, the component being a\npassengers' cabin or a\ndriver's seat.\n20. The system according to claim 19, wherein, in use, the electrolyte\ncirculates between the\nmetal-air\nbattery\nand the reservoir tank and heated during operation of the\nmetal-air\nbattery\ndue to\nan exothermic reaction that takes place in the metal-air\nbattery\n.\nDate Recue/Date Received 2022-03-30\n21. The system according to claim 19 or 20, wherein the desired temperature\nis above 55 C.\n22. The system according to any one of claims 19 to 21, wherein the metal-\nair\nbattery\nis an\naluminum-air\nbattery\n.\n23. The system according to any one of claims 19 to 21, wherein the metal-\nair\nbattery\nis\nelectrically\ncoupled to the main\nbattery\nand is activated to recharge the main\nbattery\nof the\nelectric\nvehicle\n.\n24. The system according to any one of claims 19 to 23, comprising a\nreplacement system,\nwherein, in use, when the temperature of the electrolyte in the reservoir tank\ndrops below a\npredetermined threshold value, the replacement system replaces the\nelectrolyte.\n25. An\nelectric\nvehicle\ncomprising the system as defined in any of claims\n19 to 24.\n26 A method of heating a component in an\nelectric\nvehicle\ncomprising a\nmain\nbattery\nand a\nmetal-air\nbattery\n, the method comprising:\nheating a reservoir tank comprising an electrolyte to be used in the metal-air\nbattery\n;\nproviding a heating element inside the reservoir tank and powered by an\nexternal\nelectric\nsource for heating the electrolyte in the reservoir tank to a desired\ntemperature received from a\nuser of the\nvehicle\n;\npowering the heating element during charging of the main\nbattery\nfrom the\nexternal\nelectric\nsource external;\nevacuating heat from the heated electrolyte using a heat-exchanger; and\nconveying heat to the component, the component being a passengers' cabin or a\ndriver's\nseat;\nwherein the metal-air\nbattery\nis adapted to provide\nelectrical\npower to the\nmain\nbattery\n.\n27. The method according to claim 26, wherein heating the electrolyte is by\nan exothermic\nreaction that takes place in the air-metal\nbattery\nduring an operation of the\nmetal-air\nbattery\n.\n16\nDate Recue/Date Received 2022-03-30\n28. The method according to claim 26 or 27, wherein the desired temperature\nis above 55 C.\n29. A method of extending a travel range of an\nelectric\nvehicle\ncomprising\nthe method of\nheating a component in the\nelectric\nvehicle\nas defined in any one of claims 26\nto 28 and activating\nthe metal-air\nbattery\nfor charging the main\nbattery\n.\n17\nDate Recue/Date Received 2022-03-30 | 61/934,887 | United States of America | 2014-02-03 | L'invention concerne un système et un procédé de chauffage d'un élément d'un véhicule électrique pouvant être particulièrement bénéfique dans des endroits à temps froid et/ou pendant l'hiver. Le véhicule peut être principalement alimenté par une batterie principale. Le système peut comporter une batterie supplémentaire consistant en une batterie métal-air comprenant un électrolyte, afin d'étendre la distance susceptible d'être parcourue par le véhicule électrique et un réservoir destiné à contenir un volume d'électrolyte pour la batterie métal-air, l'électrolyte peut être chauffé à une température souhaitée. Le système peut également comporter un échangeur de chaleur pour transporter la chaleur à partir du volume d'électrolyte, ladite chaleur étant transportée à ladite cabine de passagers. | True |
| 87 | Patent 2739612 Summary - Canadian Patents Database | CA 2739612 | NaN | SYSTEM AND METHOD FOR TRANSPORTING ENERGY | SYSTEME ET PROCEDE DE TRANSPORT D'ENERGIE | NaN | COLELLO, GARY M., DARCY, DENNIS M., STEVENS, GEORGE B. | NaN | 2009-10-07 | SMART & BIGGAR | English | VIONX ENERGY CORPORATION | CLAIMS\nWhat is claimed is:\n1. A method for shifting energy in space and time, comprising:\nat a first location, charging an energy store with energy from an\nelectric\npower source;\ntransporting the energy store to a second location; and\nat the second location, discharging the energy store to deliver energy to an\nenergy\nconsumer.\n2. The method of claim 1, the energy from the\nelectric\npower source being\nobtained at a first cost, and energy being delivered to the energy consumer at\na delivery price\nthat exceeds the first cost.\n3. The method of claim 2, the first cost including a cost to purchase the\nenergy\nfrom the\nelectric\npower source.\n4. The method of claim 2, the first cost including a cost to operate the\nelectric\npower source.\n5. The method of claim 1, the energy store comprising a\nbattery\n.\n6. The method of claim 5, the\nbattery\nbeing a flowing electrolyte\nbattery\n.\n7. The method of claim 6, the flowing electrolyte\nbattery\nbeing a Zinc Bromide\nflowing electrolyte\nbattery\n.\n8. The method of claim 5, the\nbattery\nbeing a Sodium Sulfur\nbattery\n.\n9. The method of claim 5, the\nbattery\nbeing selected from the group consisting\nof\na Lithium ion\nbattery\n, a Lead acid\nbattery\n, a Nickel metal hydride\nbattery\n, a\nVanadium Redox\nbattery\n, and a Zebra\nbattery\n.\n10. The method of claim 1, the energy store comprising a mechanical energy\nstorage device.\n11. The method of claim 1, the energy store comprising a thermal energy\nstorage\ndevice.\n12. The method of claim 1, the energy store comprising a\nbattery\n, and the step\nof\ncharging comprising converting alternating current\nelectric\npower from the\nelectric\npower\n37\nsource into direct current\nelectric\npower using an AC to DC converter, the\ndirect current\nelectric\npower for charging the\nbattery\n.\n13. The method of claim 12, the AC to DC converter being integrated with the\nenergy store.\n14. The method of claim 12, the step of charging comprising configuring the AC\nto DC converter to be\nelectrically\ncompatible with the\nelectric\npower source.\n15. The method of claim 12, the AC to DC converter being separate from the\nenergy store and disposed at the first location.\n16. The method of claim 1, the step of charging being performed only at night.\n17. The method of claim 1, the step of charging being performed only when a\npredetermined criteria is satisfied.\n18. The method of claim 17, the criteria being satisfied only when a first\ncost to\nobtain the energy from the\nelectric\npower source is below a threshold value.\n19. The method of claim 17, the criteria being satisfied only when a total\ndemand\non the energy source is below a threshold value.\n20. The method of claim 1, the step of charging comprising connecting the\nenergy\nstore to the\nelectric\npower source using a cable having at least two\nconductors twisted\ntogether to reduce parasitic inductance of the cable.\n21. The method of claim 1, the step of charging comprising connecting the\nenergy\nstore to the\nelectric\npower source using a cable having at least two\nconductors formed in a\nlaminated bus bar configuration to reduce parasitic inductance of the cable.\n22. The method of claim 1, the step of charging comprising:\ncharging the energy store using energy obtained from a low cost\nelectric\npower\nsource\nwhen the low cost\nelectric\npower source is available; and\ncharging the energy store using energy obtained from an alternative\nelectric\npower\nsource only when the low cost\nelectric\npower source is unavailable.\n23. The method of claim 1, the step of charging comprising:\nobtaining identities of available\nelectric\npower sources from an energy source\ndatabase;\ndetermining which of the available\nelectric\npower sources has a lowest cost;\nand\n38\nobtaining energy to charge the energy store from the\nelectric\npower source\nhaving the\nlowest cost.\n24. The method of claim 1, the\nelectric\npower source being selected from the\ngroup consisting of a wind turbine and a photovoltaic array.\n25. The method of claim 24, the\nelectric\npower source being disposed on a\nstructure in a body of water, and the step of transporting comprising using a\nwatercraft to\ntransport the energy store.\n26. The method of claim 25, further comprising repositioning the structure in\nthe\nbody of water in response to changing environmental conditions.\n27. The method of claim 1, the\nelectric\npower source comprising a turbine\ndriven\nby an ocean current.\n28. The method of claim 27, the ocean current being the gulf stream, and the\nturbine being disposed on a watercraft located within the gulf stream.\n29. The method of claim 27, further comprising relocating the turbine in\nresponse\nto a change in the ocean current.\n30. The method of claim 1, further comprising repositioning the\nelectric\npower\nsource.\n31. The method of claim 1, the\nelectric\npower source being selected from the\ngroup consisting of a coal fired power plant, a natural gas fired power plant,\nand a nuclear\npower plant.\n32. The method of claim 1, the second location being within the country of\nBermuda.\n33. The method of claim 32, the first location being within the country of the\nUnited States of America.\n34. The method of claim 1, the step of transporting comprising using a\nwatercraft\nto transport the energy store.\n35. The method of claim 34, the energy store being integrated within the\nwatercraft.\n36. The method of claim 34, further comprising cooling the energy store using\nwater from a body of water that the watercraft is floating on.\n39\n37. The method of claim 1, the step of transporting comprising using a rail\ncar to\ntransport the energy store.\n38. The method of claim 37, the energy store being integrated within the rail\ncar.\n39. The method of claim 1, the step of transporting comprising using a road\nvehicle\nto transport the energy store.\n40. The method of claim 39, the energy store being integrated within the road\nvehicle\n.\n41. The method of claim 1, the step of transporting comprising using an\naircraft to\ntransport the energy store.\n42. The method of claim 41, the energy store being integrated within the\naircraft.\n43. The method of claim 1, the step of transporting comprising using a\nspacecraft\nto transport the energy store\n44. The method of claim 43, the energy store being integrated within the\nspacecraft.\n45. The method of claim 1, the step of transporting comprising:\nfrom each of a plurality of shipping companies, obtaining a respective\nshipping cost\nfor transporting the energy store from the first location to the second\nlocation;\nidentifying the lowest of the shipping costs; and\ntransporting the energy store to the second location using the shipping\ncompany\noffering the lowest shipping cost.\n46. The method of claim 1, the energy store comprising a\nbattery\n, and the step\nof\ndischarging the energy store comprising discharging the\nbattery\nand converting\ndirect current\nelectric\npower from the\nbattery\ninto alternating current\nelectric\npower using\nan inverter.\n47. The method of claim 46, the inverter being integrated with the energy\nstore.\n48. The method of claim 47, the step of discharging comprising configuring the\ninverter to be\nelectrically\ncompatible with an\nelectric\npower system of the\nenergy consumer.\n49. The method of claim 46, the inverter being separate from the energy store\nand\ndisposed at the second location.\n50. The method of claim 1, the step of discharging comprising delivering\nenergy\nto the energy consumer only when a delivery price exceeds a predetermined\nthreshold value.\n51. The method of claim 1, the step of discharging comprising delivering\nenergy\nto the energy consumer in the form of kinetic energy.\n52. The method of claim 1, further comprising:\ndeactivating the energy store after the step of charging and before the step\nof\ntransporting; and\nactivating the energy store after the step of transporting and before the step\nof\ndischarging.\n53. The method of claim 52, the energy store comprising a flowing electrolyte\nbattery\n, and the step of deactivating comprising chemically neutralizing the\nbattery\n.\n54. The method of claim 1, further comprising transporting the energy store\nfrom\nthe second location to the first location when the energy store is discharged.\n55. The method of claim 54, further comprising deactivating the energy store\nafter\nthe energy store is discharged and before transporting the energy store from\nthe second\nlocation to the first location.\n56. A method for shifting energy in space and time, comprising:\nat a first location, charging an energy store with energy from a kinetic\nenergy source;\ntransporting the energy store to a second location; and\nat the second location, discharging the energy store to deliver energy to an\nenergy\nconsumer.\n57. The method of claim 56, the energy from the kinetic energy source being\nobtained at a first cost, and the energy being delivered to the energy\nconsumer at a delivery\nprice that exceeds the first cost.\n58. The method of claim 56, the kinetic energy source being disposed on a\nstructure in a body of water, and the step of transporting comprising using a\nwatercraft to\ntransport the energy store.\n59. The method of claim 58, further comprising repositioning the structure in\nthe\nbody of water in response to changing environmental conditions.\n41\n60. The method of claim 56, the kinetic energy source comprising a turbine\ndriven\nby an ocean current.\n61. The method of claim 60, the ocean current being the gulf stream, and the\nturbine being disposed on a watercraft located within the gulf stream.\n62. The method of claim 60, further comprising relocating the turbine in\nresponse\nto a change in the ocean current.\n63. The method of claim 56, further comprising repositioning the kinetic\nenergy\nsource.\n64. The method of claim 56, the second location being within the country of\nBermuda.\n65. The method of claim 64, the first location being within the country of the\nUnited States of America.\n66. The method of claim 56, the step of transporting comprising using a\nwatercraft\nto transport the energy store.\n67. The method of claim 66, the energy store being integrated within the\nwatercraft.\n68. The method of claim 56, the step of transporting comprising using a rail\ncar to\ntransport the energy store.\n69. The method of claim 68, the energy store being integrated within the rail\ncar.\n70. The method of claim 56, the step of transporting comprising using a road\nvehicle\nto transport the energy store.\n71. The method of claim 70, the energy store being integrated within the road\nvehicle\n.\n72. The method of claim 56, the step of transporting comprising using an\naircraft\nto transport the energy store.\n73. The method of claim 72, the energy store being integrated within the\naircraft.\n74. The method of claim 56, the step of transporting comprising using a\nspacecraft\nto transport the energy store.\n75. The method of claim 74, the energy store being integrated within the\nspacecraft.\n42\n76. The method of claim 56, the step of discharging comprising delivering\nenergy\nto the energy consumer only when a delivery price exceeds a predetermined\nthreshold value.\n77. The method of claim 56, further comprising transporting the energy store\nfrom\nthe second location to the first location after the energy store is\ndischarged.\n78. A method for shifting energy in space and time, comprising:\nat a first location, charging an energy store with energy from a thermal\nenergy source;\ntransporting the energy store to a second location; and\nat the second location, discharging the energy store to deliver energy to an\nenergy\nconsumer.\n79. The method of claim 78, the energy from the thermal energy source being\nobtained at a first cost, and the energy being delivered to the energy\nconsumer at a delivery\nprice that exceeds the first cost.\n80. The method of claim 78, the thermal energy source being disposed on a\nstructure in a body of water, and the step of transporting comprising using a\nwatercraft to\ntransport the energy store.\n81. The method of claim 80, further comprising repositioning the structure in\nthe\nbody of water in response to changing environmental conditions.\n82. The method of claim 78, further comprising repositioning the thermal\nenergy\nsource.\n83. The method of claim 78, the second location being within the country of\nBermuda.\n84. The method of claim 83, the first location being within the country of the\nUnited States of America.\n85. The method of claim 78, the step of transporting comprising using a\nwatercraft\nto transport the energy store.\n86. The method of claim 85, the energy store being integrated within the\nwatercraft.\n87. The method of claim 78, the step of transporting comprising using a rail\ncar to\ntransport the energy store.\n88. The method of claim 87, the energy store being integrated within the rail\ncar.\n43\n89. The method of claim 78, the step of transporting comprising using a road\nvehicle\nto transport the energy store.\n90. The method of claim 89, the energy store being integrated within the road\nvehicle\n.\n91. The method of claim 78, the step of transporting comprising using an\naircraft\nto transport the energy store.\n92. The method of claim 91, the energy store being integrated within the\naircraft.\n93. The method of claim 78, the step of transporting comprising using a\nspacecraft\nto transport the energy store\n94. The method of claim 93, the energy store being integrated within the\nspacecraft.\n95. The method of claim 78, the step of discharging comprising delivering\nenergy\nto the energy consumer only when a delivery price exceeds a predetermined\nthreshold value.\n96. The method of claim 78, further comprising transporting the energy store\nfrom\nthe second location to the first location after the energy store is\ndischarged.\n97. A\nvehicle\nfor transmitting\nelectric\npower from a first location to a\nsecond\nlocation, comprising:\na\nbattery\nintegrated within the\nvehicle\n;\nat least one power converter\nelectrically\ncoupled to the\nbattery\nfor\ncontrolling\ncharging and discharging of the\nbattery\n;\na controller coupled to the at least one power converter for controlling\noperation of\nthe power converter; and\na power coupling\nelectrically\ncoupled to the at least one power converter, the\npower\ncoupling for\nelectrically\ncoupling the\nvehicle\nto a first power interface at\nthe\nfirst location to receive\nelectric\npower to charge the\nbattery\nand for\nelectrically\ncoupling the\nvehicle\nto a second power interface at the second location to\ndeliver\nelectric\npower from the\nbattery\nto a load at the second location.\n98. The\nvehicle\nof claim 97, the power coupling comprising a first connector\nfor\nreceiving\nelectric\npower from the first power interface and a second connector\nto deliver\nelectric\npower to the second power interface.\n44\n99. The\nvehicle\nof claim 97, the power coupling comprising an inductive\ncoupling\ndevice for inductively coupling the\nvehicle\nto at least one of the first power\ninterface and the\nsecond power interface.\n100. The\nvehicle\nof claim 97, the power coupling comprising a safety interlock\noperable to prevent coupling or decoupling of the power coupling when\nelectric\ncurrent is\nflowing through the power coupling.\n101. The\nvehicle\nof claim 97, the power coupling including a current limiting\ndevice.\n102. The\nvehicle\nof claim 97, the\nvehicle\nfurther comprising an AC to DC\nconverter\nfor converting alternating current\nelectric\npower received from the first\npower interface to\ndirect current\nelectrical\npower for charging the\nbattery\n.\n103. The\nvehicle\nof claim 97, the\nvehicle\nfurther comprising an inverter for\nconverting direct current\nelectric\npower obtained from discharging the\nbattery\nto alternating\ncurrent\nelectric\npower for delivery to the load at the second location.\n104. The\nvehicle\nof claim 103, the inverter being adjustable to provide the\nalternating current\nelectric\npower in a form compatible with the load at the\nsecond location.\n105. The\nvehicle\nof claim 104, the inverter operable to change its operating\ncondition in response to a command from the second power interface.\n106. The\nvehicle\nof claim 97, the\nvehicle\nbeing a watercraft.\n107. The\nvehicle\nof claim 97, the\nvehicle\nbeing a rail car.\n108. The\nvehicle\nof claim 97, the\nvehicle\nbeing a road\nvehicle\n.\n109. The\nvehicle\nof claim 97, the\nvehicle\nbeing an aircraft.\n110. The\nvehicle\nof claim 97, the\nvehicle\nbeing a spacecraft.\n111. The\nvehicle\nof claim 97, the\nbattery\ncomprising a Zinc Bromide flowing\nelectrolyte\nbattery\n.\n112. The\nvehicle\nof claim 111, further comprising a leak detection subsystem\nfor\ndetecting a leak in the Zinc Bromide flowing electrolyte\nbattery\n.\n113. The\nvehicle\nof claim 111, further comprising a containment structure to\ncontain fluid leaking from the Zinc Bromide flowing electrolyte\nbattery\n.\n114. The\nvehicle\nof claim 111, the Zinc Bromide flowing electrolyte\nbattery\ncomprising a plurality of stacks of\nbattery\ncells, each stack having a\nrespective power\nconverter for individually controlling the charging of the stack.\n115. The\nvehicle\nof claim 114, each power converter operable to control an\nelectrode plating rate of its respective stack.\n116. The\nvehicle\nof claim 111, the\nvehicle\nbeing a watercraft and the\nvehicle\nfurther\ncomprising a cooling subsystem arranged and configured to at least partially\ncool the Zinc\nBromide flowing electrolyte\nbattery\nusing water from a body of water that the\nwatercraft is\nfloating on.\n117. The\nvehicle\nof claim 97, the\nbattery\ncomprising a Sodium Sulfur\nbattery\n.\n118. The\nvehicle\nof claim 97, the\nbattery\nbeing selected from the group\nconsisting\nof a Lithium ion\nbattery\n, a Lead acid\nbattery\n, a Nickel metal hydride\nbattery\n,\na Vanadium\nRedox\nbattery\n, and a Zebra\nbattery\n.\n119. The\nvehicle\nof claim 97,\nvehicle\nbeing a ship, the\nbattery\ncomprising a\nZinc\nBromide flowing electrolyte\nbattery\nincluding:\nat least one anolyte storage reservoir;\nat least one catholyte storage reservoir; and\na plurality of stacks of\nbattery\ncells disposed above the storage reservoirs,\neach stack\nin fluid communication with the at least one anolyte storage reservoir and the\nat least one catholyte storage reservoir.\n120. The\nvehicle\nof claim 97, further comprising a deactivation subsystem\noperable\nto deactivate the\nbattery\nduring movement of the\nvehicle\n.\n121. The\nvehicle\nof claim 120, the\nbattery\ncomprising a Zinc Bromide flowing\nelectrolyte\nbattery\n, and the deactivation subsystem being operable to\nchemically neutralize\nthe Zinc Bromide flowing electrolyte\nbattery\n.\n122. The\nvehicle\nof claim 97, further comprising a communication subsystem\ncoupled to the controller for enabling the controller to communicate with at\nleast one of the\nfirst power interface and the second power interface.\n123. The\nvehicle\nof claim 122, further comprising an inverter for converting\ndirect\ncurrent\nelectric\npower obtained from discharging the\nbattery\nto alternating\ncurrent\nelectric\n46\npower for delivery to the load at the second location, the inverter coupled to\nthe controller\nand operable to adjust its output in accordance with a command from the second\npower\ninterface received via the communication subsystem and the controller.\n124. The\nvehicle\nof claim 122, the communication subsystem comprising a\nwireless\nmodem compatible with a code division multiple access standard.\n125. A rail car for transmitting\nelectric\npower from a first location to a\nsecond\nlocation, comprising:\na\nbattery\nintegrated within the rail car;\nat least one power converter\nelectrically\ncoupled to the\nbattery\nfor\ncontrolling\ncharging and discharging of the\nbattery\n;\na controller coupled to the at least one power converter for controlling\noperation of\nthe power converter; and\na power coupling\nelectrically\ncoupled to the at least one power converter, the\npower\ncoupling for\nelectrically\ncoupling the rail car to a first power interface at\nthe\nfirst location to receive\nelectric\npower to charge the\nbattery\nand for\nelectrically\ncoupling the rail car to a second power interface at the second location to\ndeliver\nelectric\npower from the\nbattery\nto a load at the second location.\n126. The rail car of claim 125, the\nbattery\ncomprising a Zinc Bromide flowing\nelectrolyte\nbattery\n.\n127. The rail car of claim 126, the Zinc Bromide flowing electrolyte\nbattery\ncomprising a deactivation subsystem operable to chemically neutralize and\nsubsequently\nrestore the\nbattery\n.\n128. The rail car of claim 125, the\nbattery\ncomprising a Sodium Sulfur\nbattery\n.\n129. A watercraft for transmitting\nelectric\npower from a first location to a\nsecond\nlocation, comprising:\na\nbattery\nintegrated within the watercraft;\nat least one power converter\nelectrically\ncoupled to the\nbattery\nfor\ncontrolling\ncharging and discharging of the\nbattery\n;\na controller coupled to the at least one power converter for controlling\noperation of\nthe power converter; and\n47\na power coupling\nelectrically\ncoupled to the at least one power converter, the\npower\ncoupling for\nelectrically\ncoupling the watercraft to a first power interface\nat\nthe first location to receive\nelectric\npower to charge the\nbattery\nand for\nelectrically\ncoupling the watercraft to a second power interface at the second\nlocation to deliver\nelectric\npower from the\nbattery\nto a load at the second\nlocation.\n130. The watercraft of claim 129, the\nbattery\ncomprising a Zinc Bromide\nflowing\nelectrolyte\nbattery\n.\n131. The watercraft of claim 130, the Zinc Bromide flowing electrolyte\nbattery\ncomprising a deactivation subsystem operable to chemically neutralize and\nsubsequently\nrestore the\nbattery\n.\n132. The watercraft of claim 130, the Zinc Bromide flowing electrolyte\nbattery\ncomprising:\nat least one anolyte storage reservoir;\nat least one catholyte storage reservoir; and\na plurality of stacks of\nbattery\ncells disposed above the storage reservoirs,\neach stack\nin fluid communication with the at least one anolyte storage reservoir and the\nat least one catholyte storage reservoir.\n133. The watercraft of claim 129, the\nbattery\ncomprising a Sodium Sulfur\nbattery\n.\n134. The watercraft of claim 129, the watercraft being a ship.\n135. The watercraft of claim 129, the watercraft being a barge.\n136. A road\nvehicle\nfor transmitting\nelectric\npower from a first location to a\nsecond\nlocation, comprising:\na\nbattery\nintegrated within the road\nvehicle\n;\nat least one power converter\nelectrically\ncoupled to the\nbattery\nfor\ncontrolling\ncharging and discharging of the\nbattery\n;\na controller coupled to the at least one power converter for controlling\noperation of\nthe power converter; and\na power coupling\nelectrically\ncoupled to the at least one power converter, the\npower\ncoupling for\nelectrically\ncoupling the road\nvehicle\nto a first power interface\nat\n48\nthe first location to receive\nelectric\npower to charge the\nbattery\nand for\nelectrically\ncoupling the road\nvehicle\nto a second power interface at the\nsecond\nlocation to deliver\nelectric\npower from the\nbattery\nto a load at the second\nlocation.\n137. The road\nvehicle\nof claim 136, the\nbattery\ncomprising a Zinc Bromide\nflowing\nelectrolyte\nbattery\n.\n138. The road\nvehicle\nof claim 137, the Zinc Bromide flowing electrolyte\nbattery\ncomprising a deactivation subsystem operable to chemically neutralize and\nsubsequently\nrestore the\nbattery\n.\n139. The road\nvehicle\nof claim 136, the\nbattery\ncomprising a Sodium Sulfur\nbattery\n.\n140. The road\nvehicle\nof claim 136, the road\nvehicle\nbeing a truck.\n141. The road\nvehicle\nof claim 136, the road\nvehicle\nbeing a trailer.\n142. An aircraft for transmitting\nelectric\npower from a first location to a\nsecond\nlocation, comprising:\na\nbattery\nintegrated within the aircraft;\nat least one power converter\nelectrically\ncoupled to the\nbattery\nfor\ncontrolling\ncharging and discharging of the\nbattery\n;\na controller coupled to the at least one power converter for controlling\noperation of\nthe power converter; and\na power coupling\nelectrically\ncoupled to the at least one power converter, the\npower\ncoupling for\nelectrically\ncoupling the aircraft to a first power interface at\nthe\nfirst location to receive\nelectric\npower to charge the\nbattery\nand for\nelectrically\ncoupling the aircraft to a second power interface at the second location to\ndeliver\nelectric\npower from the\nbattery\nto a load at the second location.\n143. The aircraft of claim 142, the\nbattery\ncomprising a Zinc Bromide flowing\nelectrolyte\nbattery\n.\n144. The aircraft of claim 143, the Zinc Bromide flowing electrolyte\nbattery\ncomprising a deactivation subsystem operable to chemically neutralize and\nsubsequently\nrestore the\nbattery\n.\n145. The aircraft of claim 142, the\nbattery\ncomprising a Sodium Sulfur\nbattery\n.\n49\n146. A spacecraft for transmitting\nelectric\npower from a first location to a\nsecond\nlocation, comprising:\na\nbattery\nintegrated within the spacecraft;\nat least one power converter\nelectrically\ncoupled to the\nbattery\nfor\ncontrolling\ncharging and discharging of the\nbattery\n;\na controller coupled to the at least one power converter for controlling\noperation of\nthe power converter; and\na power coupling\nelectrically\ncoupled to the at least one power converter, the\npower\ncoupling for\nelectrically\ncoupling the spacecraft to a first power interface\nat\nthe first location to receive\nelectric\npower to charge the\nbattery\nand for\ncoupling the spacecraft to a second power interface at the second location to\ndeliver\nelectric\npower from the\nbattery\nto a load at the second location.\n147. The spacecraft of claim 146, the\nbattery\ncomprising a Zinc Bromide\nflowing\nelectrolyte\nbattery\n.\n148. The spacecraft of claim 147, the Zinc Bromide flowing electrolyte\nbattery\ncomprising a deactivation subsystem operable to chemically neutralize and\nsubsequently\nrestore the\nbattery\n.\n149. The spacecraft of claim 146, the\nbattery\ncomprising a Sodium Sulfur\nbattery\n.\n150. The method of claim 54, further comprising repeating the steps of\ncharging,\ntransporting, and discharging to continually deliver energy to the energy\nconsumer.\n151. The method of claim 77, further comprising repeating the steps of\ncharging,\ntransporting, and discharging to continually deliver energy to the energy\nconsumer.\n152. The method of claim 96, further comprising repeating the steps of\ncharging,\ntransporting, and discharging to continually deliver energy to the energy\nconsumer.\n153. A method for providing energy security to an energy consumer, comprising:\nat a first location, charging a first energy store with energy from an\nelectric\npower\nsource;\ntransporting the first energy store to a second location; and\n50\nwhen a primary energy source at the second location is unavailable,\ndischarging the\nfirst energy store to deliver energy to the energy consumer at the second\nlocation.\n154. The method of claim 153, further comprising delivering a charged second\nenergy store to the second location prior to the first energy store being\ndischarged, to\nmaintain delivery of energy to the energy consumer when the first energy store\nis discharged.\n155. The method of claim 153, the first energy store comprising a\nbattery\n.\n156. The method of claim 153, the first energy store comprising a mechanical\nenergy storage device.\n157. The method of claim 153, the first energy store comprising a thermal\nenergy\nstorage device.\n158. The method of claim 153, the first energy store comprising a\nbattery\n, and\nthe\nstep of charging comprising converting alternating current\nelectric\npower from\nthe\nelectric\npower source into direct current\nelectric\npower using an AC to DC converter,\nthe direct\ncurrent\nelectric\npower for charging the\nbattery\n.\n159. The method of claim 153, the\nelectric\npower source being selected from\nthe\ngroup consisting of a wind turbine and a photovoltaic array.\n160. The method of claim 159, the\nelectric\npower source being disposed on a\nstructure in a body of water, and the step of transporting comprising using a\nwatercraft to\ntransport the energy store.\n161. The method of claim 160, further comprising repositioning the structure\nin the\nbody of water in response to changing environmental conditions.\n162. The method of claim 153, the\nelectric\npower source comprising a turbine\ndriven by an ocean current.\n163. The method of claim 162, the ocean current being the gulf stream, and the\nturbine being disposed on a watercraft located within the gulf stream.\n164. The method of claim 162, further comprising relocating the turbine in\nresponse to a change in the ocean current.\n165. The method of claim 153, further comprising repositioning the\nelectric\npower\nsource.\n51\n166. The method of claim 153, the step of transporting comprising using a\nwatercraft to transport the first energy store.\n167. The method of claim 166, the first energy store being integrated within\nthe\nwatercraft.\n168. The method of claim 166, further comprising cooling the first energy\nstore\nusing water from a body of water that the watercraft is floating on.\n169. The method of claim 153, the step of transporting comprising using a rail\ncar\nto transport the first energy store.\n170. The method of claim 169, the first energy store being integrated within\nthe rail\ncar.\n171. The method of claim 153, the step of transporting comprising using a road\nvehicle\nto transport the first energy store.\n172. The method of claim 171, the first energy store being integrated within\nthe\nroad\nvehicle\n.\n173. The method of claim 153, the step of transporting comprising using an\naircraft\nto transport the first energy store.\n174. The method of claim 173, the first energy store being integrated within\nthe\naircraft.\n175. The method of claim 153, the step of transporting comprising using a\nspacecraft to transport the first energy store\n176. The method of claim 175, the first energy store being integrated within\nthe\nspacecraft.\n177. The method of claim 153, the first energy store comprising a\nbattery\n, and\nthe\nstep of discharging the first energy store comprising discharging the\nbattery\nand converting\ndirect current\nelectric\npower from the\nbattery\ninto alternating current\nelectric\npower using an\ninverter.\n178. The method of claim 153, the step of discharging comprising delivering\nenergy to the energy consumer in the form of kinetic energy.\n179. The method of claim 153, further comprising:\n52\ndeactivating the first energy store after the step of charging and before the\nstep of\ntransporting; and\nactivating the first energy store after the step of transporting and before\nthe step of\ndischarging.\n180. The method of claim 153, further comprising transporting the first energy\nstore from the second location to the first location when the first energy\nstore is discharged.\n181. A method for providing energy security to an energy consumer, comprising:\nat a first location, charging a first energy store with energy from a kinetic\nenergy\nsource;\ntransporting the first energy store to a second location; and\nwhen a primary energy source at the second location is unavailable,\ndischarging the\nfirst energy store to deliver energy to the energy consumer at the second\nlocation.\n182. The method of claim 181, further comprising delivering a charged second\nenergy store to the second location prior to the first energy store being\ndischarged, to\nmaintain delivery of energy to the consumer when the first energy store is\ndischarged.\n183. A method for providing energy security to an energy consumer, comprising:\nat a first location, charging a first energy store with energy from a thermal\nenergy\nsource;\ntransporting the first energy store to a second location; and\nwhen a primary energy source at the second location is unavailable,\ndischarging the\nfirst energy store to deliver energy to the energy consumer at the second\nlocation.\n184. The method of claim 183, further comprising delivering a charged second\nenergy store to the second location prior to the first energy store being\ndischarged, to\nmaintain delivery of energy to the consumer when the first energy store is\ndischarged.\n185. A method for providing a clean energy source to an energy consumer at a\nsecond location, comprising:\nat a first location, charging a first energy store with energy from an\nelectric\npower\nsource, the first location being remote from the second location;\n53\ntransporting the first energy store to the second location; and\nat the second location, discharging the first energy store to deliver energy\nto the\nenergy consumer.\n186. The method of claim 185, further comprising delivering a charged second\nenergy store to the second location prior to the first energy store being\ndischarged, to\nmaintain delivery of energy to the consumer when the first energy store is\ndischarged.\n187. The method of claim 185, the first energy store comprising a\nbattery\n.\n188. The method of claim 185, the first energy store comprising a mechanical\nenergy storage device.\n189. The method of claim 185, the first energy store comprising a thermal\nenergy\nstorage device.\n190. The method of claim 185, the first energy store comprising a\nbattery\n, and\nthe\nstep of charging comprising converting alternating current\nelectric\npower from\nthe\nelectric\npower source into dir | 61/103,527 | United States of America | 2008-10-07 | Linvention concerne un procédé permettant de transférer de lénergie dans lespace et dans le temps, lequel consiste à charger un dispositif de stockage dénergie depuis une source dénergie en un premier endroit, à transporter le dispositif de stockage dénergie vers un second endroit, et à décharger le dispositif de stockage dénergie au second endroit afin de fournir de lénergie à un consommateur dénergie. Un procédé offrant une sécurité dénergie à un consommateur dénergie consiste à charger un dispositif de stockage dénergie depuis une source dénergie en un premier endroit, à transporter le dispositif de stockage dénergie vers un second endroit et, lorsquune source dénergie primaire au second endroit est indisponible, à décharger le dispositif de stockage dénergie au second endroit afin de fournir de lénergie au consommateur dénergie. Linvention concerne également un véhicule permettant de transmettre sans fil de la puissance électrique depuis un premier endroit vers un second endroit, lequel comprend une batterie, au moins un convertisseur électrique, une unité de commande, et un couplage électrique couplé électriquement audit convertisseur électrique. | True |
| 88 | Patent 3014318 Summary - Canadian Patents Database | CA 3014318 | NaN | ELECTRONIC CONTROLS FORBATTERY-POWERED RIDE-ONVEHICLE | COMMANDES ELECTRONIQUES POUR VEHICULE DE PASSAGERS ALIMENTE PAR BATTERIE | NaN | YOUNG, MATTHEW E., ECKERT, CAMERON | 2020-10-27 | 2017-02-10 | BLAKE, CASSELS & GRAYDON LLP | English | RADIO FLYER INC. | 26\nCLAIMS\nWhat is claimed is:\n1. A\nbattery\n-powered\nvehicle\n, comprising:\na\nvehicle\nbody;\na plurality of wheels supporting the\nvehicle\nbody;\na\nbattery\nport in the\nvehicle\nbody, the\nbattery\nport having a\nbattery\ndock and\nbattery\ndock\nterminals, the\nbattery\nport having a\nbattery\ndock controller;\na removable and rechargeable\nbattery\nhaving\nbattery\nterminals that\nelectrically\nand\nmechanically mate with the\nbattery\ndock terminals;\nan accelerator switch, an accelerator switch controller, and a wiring harness\nconnecting\nthe accelerator switch controller with the\nbattery\ndock controller, wherein\nthe wiring harness has\n(a) a power line to allow current to flow between the\nbattery\ndock and the\naccelerator switch\ncontroller, and (b) a communication line to allow data to be transmitted\nbetween the\nbattery\ndock\ncontroller and the accelerator switch controller;\nthe accelerator switch controller having a timer;\na dashboard having a plurality of\nelectrical\ncomponents, a dashboard\ncontroller in\nelectrical\ncommunication with the accelerator switch controller and the\nelectrical\ncomponents,\nand a power line connecting the dashboard controller with the accelerator\nswitch controller to\nallow current to flow between the accelerator switch controller and the\ndashboard controller; and,\nwherein the actuation of the accelerator switch operates to allow current to\nbe provided\nfrom the\nbattery\nto the dashboard controller, wherein the timer calculates the\ntime between\nactuations of the accelerator switch, and wherein when the time between\nactuations of the\naccelerator switch is greater than a dashboard timer threshold the accelerator\nswitch controller\nprevents the release of current to the dashboard controller until the\naccelerator switch is actuated\nagain.\n2. The\nbattery\n-powered\nvehicle\nof claim 1, further comprising a motor\nconnected to one of\nthe plurality of wheels.\n27\n3. The\nbattery\n-powered\nvehicle\nof claim 2, wherein the motor is\nelectrically\nconnected to\nthe accelerator switch controller.\n4. The\nbattery\n-powered\nvehicle\nof claim 2, further comprising a charging\ndock\nelectrically\nconnected with the\nbattery\ndock, a charger having a charger plug and\nassociated charger\nterminals adapted to be removably connected to the charging dock, wherein the\nbattery\nis\nconfigured to be charged in the\nbattery\nport when the\nbattery\nterminals\nelectrically\nand\nmechanically mate with the\nbattery\ndock terminals and wherein the charger plug\nis connected to\nthe charging dock, and wherein one of the\nbattery\ndock controller and the\naccelerator switch\ncontroller prevents the release of current to the motor when the charger is\nconnected to the\ncharging dock.\n5. The\nbattery\n-powered\nvehicle\nof claim 1, further comprising a charging\ndock\nelectrically\nconnected with the\nbattery\ndock, a charger having a charger plug and\nassociated charger\nterminals adapted to be removably connected to the charging dock, wherein the\nbattery\nis\nconfigured to be charged in the\nbattery\nport when the\nbattery\nterminals\nelectrically\nand\nmechanically mate with the\nbattery\ndock terminals and wherein the charger plug\nis connected to\nthe charging dock, and wherein the accelerator switch controller allows the\nrelease of current to\nthe dashboard controller when the charger is connected to the remote charging\ndock.\n6. The\nbattery\n-powered\nvehicle\nof claim 1, further comprising a voltage\nregulator that steps\ndown a voltage from the accelerator switch controller to the dashboard\ncontroller.\n7. A\nbattery\n-powered\nvehicle\n, comprising:\na\nvehicle\nbody;\na plurality of wheels supporting the\nvehicle\nbody;\na\nbattery\ndock having\nbattery\ndock terminals and a\nbattery\ndock controller;\na\nbattery\nhaving\nbattery\nterminals that\nelectrically\nand mechanically mate\nwith the\nbattery\ndock terminals;\nan accelerator switch and an accelerator switch controller;\na power line to allow current to flow between the\nbattery\ndock and the\naccelerator switch\ncontroller;\na plurality of\nelectrical\ncomponents, and an electronics controller in\nelectrical\ncommunication with the accelerator switch controller and the\nelectrical\ncomponents;\n28\na power line connecting the electronics controller with the accelerator switch\ncontroller to\nallow current to flow between the accelerator switch controller and the\nelectronics controller;\none of the accelerator switch controller and the electronics controller having\na timer; and,\nwherein actuation of the accelerator switch operates to allow current to be\nprovided to the\nelectronics controller, wherein the timer calculates the time between\nactuations of the accelerator\nswitch, and wherein when the time between actuations of the accelerator switch\nis greater than a\ntimer threshold, one of the\nbattery\ndock controller, the accelerator switch\ncontroller and the\nelectronics controller prevents the release of current to the electronics\ncontroller until the\naccelerator switch is actuated again.\n8. The\nbattery\n-powered\nvehicle\nof claim 7, further comprising a\ncommunication line to\nallow data to be transmitted between the\nbattery\ndock controller and the\naccelerator switch\ncontroller.\n9. The\nbattery\n-powered\nvehicle\nof claim 7, further comprising a motor\nconnected to one of\nthe plurality of wheels.\n10. The\nbattery\n-powered\nvehicle\nof claim 9, wherein the motor is\nelectrically\nconnected to\nthe accelerator switch controller.\n11. The\nbattery\n-powered\nvehicle\nof claim 10, further comprising a charging\ndock\nelectrically\nconnected with the\nbattery\ndock, a charger having a charger plug and\nassociated charger\nterminals adapted to be removably connected to the charging dock, wherein the\nbattery\nis\nconfigured to be charged in the\nbattery\nport when the\nbattery\nterminals\nelectrically\nand\nmechanically mate with the\nbattery\ndock terminals and wherein the charger plug\nis connected to\nthe charging dock, and wherein one of the\nbattery\ndock controller and the\naccelerator switch\ncontroller prevents the release of current to the motor when the charger is\nconnected to the\ncharging dock.\n12. The\nbattery\n-powered\nvehicle\nof claim 7, further comprising a charging\ndock\nelectrically\nconnected with the\nbattery\ndock, a charger having a charger plug and\nassociated charger\nterminals adapted to be removably connected to the charging dock, wherein the\nbattery\nis\nconfigured to be charged in the\nbattery\nport when the\nbattery\nterminals\nelectrically\nand\nmechanically mate with the\nbattery\ndock terminals and wherein the charger plug\nis connected to\nthe charging dock, and wherein the accelerator switch controller allows the\nrelease of current to\nthe electronics controller when the charger is connected to the remote\ncharging dock.\n29\n13. The\nbattery\n-powered\nvehicle\nof claim 7, further comprising a voltage\nregulator that steps\ndown a voltage from the accelerator switch controller to the electronics\ncontroller.\n14. A\nbattery\n-powered\nvehicle\n, comprising:\na\nvehicle\nbody;\na plurality of wheels supporting the\nvehicle\nbody;\na\nbattery\ndock having\nbattery\ndock terminals and a\nbattery\ndock controller;\na\nbattery\nhaving\nbattery\nterminals that\nelectrically\nand mechanically mate\nwith the\nbattery\ndock terminals;\nan accelerator switch and an accelerator switch controller;\na power line to allow current to flow between the\nbattery\ndock and the\naccelerator switch\ncontroller;\na plurality of\nelectrical\ncomponents, and an electronics controller in\nelectrical\ncommunication with the accelerator switch controller and the\nelectrical\ncomponents;\na power line connecting the electronics controller with the accelerator switch\ncontroller to\nallow current to flow between the accelerator switch controller and the\nelectronics controller;\nand,\nwherein a timer calculates the time between actuations of the accelerator\nswitch, and\nwherein when the time between actuations of the accelerator switch is greater\nthan a timer\nthreshold, one of the\nbattery\ndock controller, the accelerator switch\ncontroller and the electronics\ncontroller prevents a release of current to the electronics controller until\nthe accelerator switch is\nactuated again.\n15. The\nbattery\n-powered\nvehicle\nof claim 14, wherein actuation of the\naccelerator switch\noperates to allow current to be provided to the electronics controller.\n16. The\nbattery\n-powered\nvehicle\nof claim 14, wherein the timer is\nincorporated into one of\nthe accelerator switch controller, the\nbattery\ndock controller and the\nelectronics controller.\n17. The\nbattery\n-powered\nvehicle\nof claim 14, further comprising a\ncommunication line to\nallow data to be transmitted between the\nbattery\ndock controller and the\naccelerator switch\ncontroller.\n18. The\nbattery\n-powered\nvehicle\nof claim 14, further comprising a motor\nconnected to one of\nthe plurality of wheels, the motor being\nelectrically\nconnected to the\naccelerator switch\ncontroller.\n30\n19. The\nbattery\n-powered\nvehicle\nof claim 14, further comprising a charging\ndock\nelectrically\nconnected with the\nbattery\ndock, a charger having a charger plug and\nassociated charger\nterminals adapted to be removably connected to the charging dock, wherein the\nbattery\nis\nconfigured to be charged in the\nbattery\nport when the\nbattery\nterminals\nelectrically\nand\nmechanically mate with the\nbattery\ndock terminals and wherein the charger plug\nis connected to\nthe charging dock, and wherein the accelerator switch controller allows the\nrelease of current to\nthe electronics controller when the charger is connected to the remote\ncharging dock.\n20. The\nbattery\n-powered\nvehicle\nof claim 14, further comprising a voltage\nregulator that\nsteps down a voltage from the accelerator switch controller to the electronics\ncontroller. | 62/294,519 | United States of America | 2016-02-12 | L'invention concerne un véhicule de passagers alimenté par batterie, lequel véhicule a une caisse de véhicule, une pluralité de roues, un connecteur de batterie, une batterie ayant des bornes de batterie qui se couplent avec des bornes de connecteur de batterie, un commutateur d'accélérateur et un dispositif de commande de commutateur d'accélérateur, une ligne d'alimentation pour permettre à un courant de circuler entre le commutateur de batterie et le dispositif de commande de commutateur d'accélérateur, une pluralité de composants électriques, un dispositif de commande électronique en communication électrique avec le dispositif de commande de commutateur d'accélérateur et les composants électriques, une ligne de puissance connectant le dispositif de commande électronique au dispositif de commande de commutateur d'accélérateur pour permettre au courant de circuler entre le dispositif de commande de commutateur d'accélérateur et le dispositif de commande électronique, un temporisateur électronique qui calcule le temps entre des actionnements du commutateur d'accélérateur, et, quand le temps entre des actionnements du commutateur d'accélérateur est supérieur à un seuil de temporisateur, le dispositif de commande de commutateur d'accélérateur empêchant une libération de courant vers le dispositif de commande électronique jusqu'à ce que le commutateur d'accélérateur soit à nouveau actionné. | True |
| 89 | Patent 2958952 Summary - Canadian Patents Database | CA 2958952 | NaN | PORTABLE POWER TOOL CAPACITOR JUMP START SYSTEM | SYSTEME DE DEMARRAGE RAPIDE DE CONDENSATEUR D'OUTIL ELECTRIQUE PORTATIF | NaN | INSKEEP, MATHEW, SHUM, LING TO | 2021-04-13 | 2017-02-23 | AIRD & MCBURNEY LP | English | VECTOR PRODUCTS, INC. | CLAIMS\nWhat is claimed is:\n1. A system for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended purpose of\nstarting the\nvehicle\non its own, said system comprising:\na step up/step down converter circuit adapted for\nelectrical\ncommunication\nwith a power\ntool\nbattery\npack and capable of extracting the energy from the power tool\nbattery\npack and\nraising or lowering a DC voltage potential level for the extracted energy\ndepending on a current\nDC voltage potential level of the power tool\nbattery\npack;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nstep up/step\ndown converter circuit; and\na single cell or capacitor bank in\nelectrical\ncommunication with an output of\nthe current\nlimiter circuit, said single cell or capacitor bank adapted for\nelectrical\ncommunication to an\nelectrical\nload device and when the single cell or capacitor bank is charged\nthe single cell or\ncapacitor bank is capable and available for transferring energy to the load\ndevice for use in aiding\nin starting of a motor\nvehicle\nhaving a depleted motor\nvehicle\nbattery\n;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe single cell\nor capacitor bank from the energy extracted from the power tool\nbattery\npack\nand regulates a\ncharging time for the single cell or capacitor bank using the energy extracted\nfrom the power tool\nbattery\npack.\n- 2. The system for aiding of claim 1 wherein the step up/step down\nconverter circuit\nincluding a high frequency pulse width modulator.\n3. The system for aiding of claim 1 further comprising a high power switch\nin\nelectrical\ncommunication with an output line of the single cell or capacitor\nbank, wherein the\ncharged single cell or capacitor bank is permitted to transfer energy to the\nload device when the\nswitch is closed.\n9\n4. The system for aiding of claim 1 wherein the load device is a dead\nbattery\nof a\nmotor\nvehicle\n.\n5. The system for aiding of claim 1 wherein the step up/step down converter\ncircuit\nin\nelectrical\ncommunication with the power tool\nbattery\npack through a pair of\ntransmission lines.\n6. The system for aiding of claim 1 wherein the load device is in\nelectrical\ncommunication with the single cell or capacitor bank through a pair of output\ntransmission lines\nand a pair of clips, a first of the pair of clips connected to a first of the\npair of output transmission\nlines and a second of the pair of clips connected to a second of the pair of\noutput transmission\nlines.\n7. The system for aiding of claim 6 further comprising a switch disposed\nbetween\nand in\nelectrical\ncommunication with the single cell or capacitor bank,\nwherein the charged\nsingle cell or capacitor bank is permitted to transfer energy to the load\ndevice or assist in starting\na motor\nvehicle\nhaving a depleted\nbattery\nwhen the switch is closed.\n8. The system for aiding of claim 1 wherein the power tool\nbattery\npack is\nof a type\nof\nbattery\npack used to power a portable power tool.\n9. A method for obtaining\nelectrical\nenergy from a\nbattery\npack power\nsource for\nusing the obtained energy in aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended purpose of\nstarting the\nvehicle\non its own, said method comprising the steps of:\n(a) extracting at least a portion of the energy from a\nbattery\npack;\n(b) stepping up or stepping down a DC voltage potential level for the\nextracted energy\ndepending on a current DC voltage potential level of the extracted energy from\nthe\nbattery\npack;\nand\n(c) charging a single cell or capacitor bank using the stepped up or stepped\ndown\nextracted energy.\n10. The method for obtaining of claim 9 further comprising the step of\nusing\nelectrical\nenergy stored in the charged single cell or capacitor bank to assist in\nturning over an engine of a\nmotor\nvehicle\nwhose\nvehicle\nbattery\nis depleted to a point where it cannot\nturn over the engine on\nits own.\n11. The method for obtaining of claim 9 further comprising the step of\nregulating a\ntiming of using the stepped up or stepped down extracted energy when charging\nthe single cell or\ncapacitor bank in step (c).\n12. The method for obtaining of claim 9 further comprising the step of\nrestricting an\namount of current that is provided when charging the single cell or capacitor\nbank in step (c).\n13. The method for obtaining of claim 9 further comprising the steps of\nregulating a\ntiming of using the stepped up or stepped down extracted energy and\nrestricting an amount of\ncurrent that is provided by a current limiter circuit when charging the single\ncell or capacitor\nbank in step (c).\n14. The method for obtaining of claim 10 further comprising the step of\nclosing a\nswitch in\nelectrical\ncommunication with an output line of the single cell or\ncapacitor bank prior\nto transferring energy to the load device from the\nelectrical\nenergy stored by\nthe single cell or\ncapacitor bank.\n15. A method for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended purpose of\nstarting the\nvehicle\non its own, said method comprising the steps of:\n(a) extracting at least a portion of the energy from a\nbattery\npack;\n(b) stepping up or stepping down a DC voltage potential level for the\nextracted energy\ndepending on a current DC voltage potential level of the extracted energy from\nthe\nbattery\npack\nusing a step up/step down converter circuit directly or indirectly\nelectrically\nconnected to the\nbattery\npack;\n11\n(c) regulating a timing of supplying the stepped up or stepped down extracted\nenergy and\nrestricting an amount of current that is provided to a single cell or\ncapacitor bank by a current\nlimiter circuit that is in\nelectrical\ncommunication with the single cell or\ncapacitor bank;\n(d) charging a single cell or capacitor bank using the extracted energy\nsupplied by the\ncurrent limiter circuit;\n(e) closing a switch in\nelectrical\ncommunication with an output line of the\nsingle cell or\ncapacitor bank in order to provide\nelectrical\ncommunication between the single\ncell or capacitor\nbank and a load device; and\n(f) using\nelectrical\nenergy stored in the charged single cell or capacitor\nbank to assist in\nturning over an engine of a motor\nvehicle\nwhose\nvehicle\nbattery\nis depleted to\na point where it\ncannot turn over the engine on its own or to charge a previously depleted\nvehicle\nbattery\nto a\nlevel where the\nvehicle\nbattery\nis capable of being used for the intended\npurpose of the\nbattery\n.\n16. The method for charging a\nbattery\nof claim 15 wherein the\nbattery\npack\nis of a\ntype of\nbattery\npack used to power a portable power tool.\n17. A system for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended purpose of\nstarting the\nvehicle\non its own, said system comprising:\na step down converter circuit adapted for\nelectrical\ncommunication with a\nbattery\npack\nand capable of extracting at least some of the energy from the\nbattery\npack\nand lowering a DC\nvoltage potential level for the energy extracted;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nstep down\nconverter circuit; and\na single cell or capacitor bank in\nelectrical\ncommunication with an output of\nthe current\nlimiter circuit, said single cell or capacitor bank adapted for\nelectrical\ncommunication to an\nelectrical\nload device and when the single cell or capacitor bank is charged\nthe single cell or\ncapacitor bank is capable and available for transferring energy to the load\ndevice for use in aiding\nin starting of a motor\nvehicle\nhaving a depleted motor\nvehicle\nbattery\n;\n12\nwherein the current limiter circuit restricts a maximum current delivered to\nthe single cell\nor capacitor bank from the energy extracted from the\nbattery\npack and\nregulates a charging time\nfor the single cell or capacitor bank using the energy extracted from the\nbattery\npack.\n18. A\nsystem for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas\nbeen\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended purpose of\nstarting the\nvehicle\non its own, said system comprising:\na step up converter circuit adapted for\nelectrical\ncommunication with a\nbattery\npack and\ncapable of extracting at least some of the energy from the\nbattery\npack and\nraising a DC voltage\npotential level for the extracted energy;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nstep up\nconverter circuit; and\na single cell or capacitor bank in\nelectrical\ncommunication with an output of\nthe current\nlimiter circuit, said single cell or capacitor bank adapted for\nelectrical\ncommunication to an\nelectrical\nload device and when the single cell or capacitor bank is charged\nthe single cell or\ncapacitor bank is capable and available for transferring energy to the load\ndevice for use in aiding\nin starting of a motor\nvehicle\nhaving a depleted motor\nvehicle\nbattery\n;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe single cell\nor capacitor bank from the energy extracted from the\nbattery\npack and\nregulates a charging time\nfor the single cell or capacitor bank using the energy extracted from the\nbattery\npack.\n13 | 62/298523 | United States of America | 2016-02-23 | Un démarreur rapide pour un système de condensateur de stockage de haute énergie à recharge rapide est décrit. Le démarreur rapide intègre une méthode dutilisation de lénergie extraite dune batterie dalimentation, comme une telle batterie utilisée avec un outil électrique portatif. Lénergie extraite est stockée selon un niveau de tension de courant continu plus élevé par le système de condensateur après avoir été survolté ou élevé par un circuit survolteur/élévateur. Lénergie stockée est ensuite disponible à lutilisation dans le démarrage dun véhicule motorisé dont la batterie est drainée, de sorte quelle ne fournit pas assez dénergie pour remplir ses fonctions. Le système et la méthode de la présente servent à ce que la batterie du véhicule et la banque de condensateur de stockage de haute énergie à recharge rapide puissent démarrer rapidement et efficacement un véhicule. | True |
| 90 | Patent 3186597 Summary - Canadian Patents Database | CA 3186597 | NaN | SUPER CAPACITOR BASED POWER MODULE FOR LIFT GATE | MODULE DE PUISSANCE REPOSANT SUR UN SUPER-CONDENSATEUR POUR GRILLE DE LEVAGE | NaN | WOOD, SR., ROBERT J., HALL, CHAD E., GREGORY, BRYCE, YETTO, LUKE, PATSOS, DANIEL A., AGRELO, JOSEPH | NaN | 2022-06-10 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | SYSTEMATIC POWER MANUFACTURING, LLC | WO 2022/261456\nPCT/US2022/033038\nCLAIMS\n1. An\nelectrical\npower system for a delivery\nvehicle\n, with the delivery\nvehicle\nhaving a\ncab, a cargo compartment residing behind the cab, a combustible engine, and a\nliftgate secured\nto the cargo compartment powered by a liftgate motor, and the\nelectrical\npower\nsystem\ncomprising:\na\nvehicle\nbattery\n;\na\nvehicle\nalternator;\na\nvehicle\nstarter in\nelectrical\ncommunication with the\nvehicle\nbattery\n, and\nconfigured\nto start the combustible engine;\na hybrid power module in\nelectrical\ncommunication with the liftgate motor and\nconfigured to provide power to the liftgate motor, wherein the hybrid power\nmodule comprises:\na super capacitor comprising a bank of capacitors, with the super capacitor\nbeing in\nelectrical\ncommunication with the\nvehicle\nalternator;\na first rear\nbattery\n;\na switch;\nan integrated DC/DC boost converter residing between the\nvehicle\nalternator\nand the super capacitor; and\nelectrical\nwiring connecting the super capacitor and the first rear\nbattery\nto\nthe\nswitch, and also connecting the switch to the liftgate motor;\nand wherein:\nthe hybrid power module resides in or on the cargo compartment,\nthe super capacitor and the first rear\nbattery\nare positioned in parallel\nwithin the\nelectrical\ncircuit; and\nthe super capacitor contains enough energy to power the liftgate motor\nto move the lift gate through at least two operating cycles without using\npower\nfrom the first rear\nbattery\n.\n2. The\nelectrical\npower system of claim 1, wherein:\nthe\nvehicle\nfurther comprises an engine compartment; and\n22\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\nthe\nvehicle\nbattery\n, the\nvehicle\nalternator, and the\nvehicle\nstarter all\nreside within the\nengine compartment.\n3. The\nelectrical\npower system of claim 2, wherein the hybrid power module\nfurther\ncomprises :\na lift gate capacitor box serving as a housing to hold the super capacitor and\nthe\nDC/DC boost converter; and\na current control residing between the\nvehicle\nalternator and the DC/DC boost\nconverter;\nand wherein the super capacitor is in\nelectrical\ncommunication with the\nvehicle\nalternator by means of cables that\nelectrically\nconnect the\nvehicle\nalternator\nwith the current\ncontrol and the DC/DC boost converter.\n4. The\nelectrical\npower system of claim 3, wherein the lift gate capacitor\nbox also houses\nthe rear\nbattery\n.\n5. A hybrid power module for a lift gate associated with a truck,\ncomprising:\na super capacitor comprising a capacitor bank, with the super capacitor being\nin\nelectrical\ncommunication with an alternator of the truck;\na first\nbattery\n;\na switch;\nan integrated DC/DC boost converter residing between the\nvehicle\nalternator\nand the\nsuper capacitor; and\nelectrical\nwiring connecting the capacitor bank and the first\nbattery\nto the\nswitch, and\nalso connecting the switch to a motor for the lift gate;\nwherein:\nthe supet capacitot and the fit st ballet)/ teside ploximate the lift gate,\nthe super capacitor and the first\nbattery\nare positioned in parallel; and\nthe super capacitor contains enough energy to power the\nelectric\nmotor for the\nlift gate through at least two operating cycles without the first\nbattery\n.\n23\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n6. The hybrid power module of claim 5, further comprising:\na lift gate capacitor box holding the capacitor bank, the DC/DC converter and\nthe first\nbattery\n; and\na current control positioned to limit current entering the DC/DC converter\nfrom the\nvehicle\nalternator;\nand wherein the super capacitor is in\nelectrical\ncommunication with the\nalternator by\nmeans of cables that connect the alternator with the current control.\n7. The hybrid power module of claim 6, wherein the capacitor bank is\nconfigured to put\nout at least 200 Amps of current for at least two minutes for operating the\nmotor for the lift\ngate.\n8. The hybrid power module of claim 6, further comprising:\na second\nbattery\nalso in parallel to the first\nbattery\nand the super\ncapacitor;\nand wherein the second\nbattery\nalso resides within the lift gate capacitor\nbox.\n9. The hybrid power module of claim 6, further comprising:\na rectifier connected between the first\nbattery\nand the capacitor bank, with\nthe rectifier\nbeing configured to recoup a portion of any unused energy from the lift gate\nmotor when the\nhybrid power module is operated without the first\nbattery\n.\n10. The hybrid power module of claim 9, wherein the rectifier comprises a\nreverse recovery\ndiode, a synchronous rectifier, or a transistor.\n11. The hybrid power module of claim 6, wherein the current control is\nconfigured to limit\ncurrent flow from the alternator to the capacitor bank.\n12. The hybrid power module of claim 11, wherein the current control\ncomprises at least\none of a positive-temperature-coefficient resistor and a resistive bridge.\n24\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n13. The hybrid power module of claim 6, wherein:\nthe DC/DC boost converter is configured to boost voltage from 8 volts DC to\n14.5 volts\nDC;\nthe bank of capacitors comprises 12 super capacitors yielding a total\ncapacitance of at\nleast 1,000 Farads;\nthe DC/DC boost converter comprises an input side and an output side, with the\ninput\nside being connected to the cables from the alternator, by means of the\ncurrent control; and\nthe output side of the DC/DC boost converter is connected to the bank of\ncapacitors.\n14. The hybrid power module of claim 13, wherein:\nthe bank of capacitors is configured in a 6 x 2 array, providing two parallel\nsets of six\ncapacitors, in series.\n15. The hybrid power module of claim 6, wherein:\nthe truck comprises a cargo compartment; and\nthe liftgate motor is secured onto or behind the cargo compartment.\n16. The hybrid power module of claim 15, wherein the capacitor bank is\nconfigured to put\nout at least 200 Amps of current for at least two minutes for operating the\nmotor for the lift\ngate.\n17. The\nelectrical\npower system of claim 15, wherein the capacitor bank\ncomprises a 6 x 2\narray of ultra-capacitors providing two parallel sets of six capacitors, in\nseries.\n18. The\nelectrical\npower system of claim 15, wherein the first\nbattery\nand\nthe second\nbattery\nare each lithium-ion\nbatteries\n.\n19. A delivery\nvehicle\n, comprising:\nan engine compartment, a combustible engine residing within the engine\ncompartment,\na cab, and a cargo compartment residing behind the cab;\na lift gate system residing on the cargo compartment, the lift gate system\ncomprising:\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\nan\nelectrical\nliftgate motor;\na lift gate; and\na user interface for controlling the liftgate motor; and\nan\nelectrical\nsystem, wherein the\nelectrical\nsystem comprises:\na\nvehicle\nbattery\n;\na\nvehicle\nalternator;\na relay start in\nelectrical\ncommunication with the engine; and\na power module configured to provide power to the litigate motor, comprising:\na super capacitor comprising a capacitor bank, with the super capacitor\nbeing in\nelectrical\ncommunication with the alternator of the delivery\nvehicle\nby\nmeans of cables,\na switch;\na first rear\nbattery\n;\nan integrated DC/DC boost converter residing between the\nvehicle\nalternator and the super capacitor; and\nelectrical\nwiring connecting the super capacitor and the first rear\nbattery\nto the switch, and also connecting the switch to the liftgate motor;\nwherein:\nthe super capacitor and the first rear\nbattery\nreside proximate the lift gate;\nthe super capacitor and the first rear\nbattery\nare positioned in parallel; and\nthe super capacitor contains enough energy to power the\nelectrical\nliftgate\nmotor\nthrough at least two operating cycles without the first\nbattery\n.\n20. The delivery\nvehicle\nof claim 19, wherein:\nthe first rear\nbattery\n, the super capacitor and the DC/DC boost converter\nreside together\nwithin a housing;\nthe super capacitor comprises a plurality of ultra-capacitor (UC) cells placed\nin series,\nthe\nelectrical\nsystem further comprises a current control placed between the\nvehicle\nalternator and the power module.\n26\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n21. The delivery\nvehicle\nof claim 20, wherein the super capacitor is in\nelectrical\ncommunication with the\nvehicle\nalternator by means of cables that connect the\nalternator with\nthe current control, through the DC/DC boost converter.\n22. The delivery\nvehicle\nof claim 21, wherein the power module further\ncomprises:\na second rear\nbattery\nalso in parallel to the first rear\nbattery\nand the super\ncapacitor,\nwherein the capacitor bank is configured to boost the charging voltage of the\nsecond rear\nbattery\nwhen the\nelectric\nmotor of the lift gate is in operation; and\na rectifier connected between the first rear\nbattery\nand the capacitor bank,\nwith the\nrectifier being configured to recoup a portion of any unused energy from the\nlift gate motor\nwhen the hybrid power module is operated without the first\nbattery\n.\n23. The delivery\nvehicle\nof claim 20, wherein\nthe capacitor banks yield a total capacitance of at least 1,000 Farads; and\nwhen the capacitor bank is fully charged, the DC/DC boost converter transmits\ncurrent\nfrom the capacitor bank to the first rear\nbattery\nto charge the first rear\nbattery\n.\n24. A method for operating a liftgate, comprising:\nproviding a delivery\nvehicle\n, the delivery\nvehicle\nhaving an engine\ncompartment, a cab, a\ncargo compartment residing behind the cab, an alternator, a combustible\nengine, and a\nvehicle\nbattery\n;\nproviding a lift gate for the cargo compartment, and a liftgate motor;\nproviding a power module residing in or on the cargo compartment; and\nsending an\nelectrical\nsignal to the liftgate motor to operate the lift gate;\nwherein the power module comprises:\na super capacitor comprising a plurality of ultra-capacitors, with the super\ncapacitor\nbeing in electiical communication with the altelnatoi of the deli vei y\nvehicle\nby means of\ncables,\na switch;\na rear\nbattery\n;\n27\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\nan integrated DC/DC boost converter residing between the alternator and the\nsuper\ncapacitor; and\nelectrical\nwiring connecting the super capacitor and the rear\nbattery\nto the\nswitch,\nand also connecting the switch to the liftgate motor;\nand wherein:\nthe super capacitor and the rear\nbattery\nare positioned in parallel; and\nthe super capacitor contains enough energy to power the liftgate motor through\nat least two operating cycles without the rear\nbattery\n.\n25. The method of claim 24, wherein:\nthe alternator, the combustible engine, and the\nvehicle\nbattery\nreside within\nthe engine\ncompartment of the delivery\nvehicle\n;\nthe liftgate motor is secured onto the cargo compartment at a rear of the\ndelivery\nvehicle\n; and\nthe rear\nbattery\n, the super capacitor and the DC/DC boost converter reside\ntogether\nwithin a housing.\n26. The method of claim 25, wherein:\nsending a signal to operate the liftgate comprises sending an\nelectrical\nsignal from the\npower module to the\nelectric\nmotor to cause the liftgate to be raised or to be\nlowered.\n27. The method of claim 25, further comprising:\noperating the delivery\nvehicle\nfor a period of time to spin the alternator,\nthereby\ncharging the super capacitor within the power module.\n28. The method of claim 25, wherein:\nthe capacitor system further comprises an isolation switch residing within the\nhousing,\nand a control button; and\nthe method further comprises pressing the control button, thereby closing the\nisolation\nswitch to send charge from the rear\nbattery\nto the capacitor bank.\n28\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n29. The method of claim 25, wherein the power module further comprises:\na current control residing between the\nvehicle\nalternator and the DC/DC boost\nconverter,\nand wherein the super capacitor is in\nelectrical\ncommunication with the\nvehicle\nalternator by means of cables that\nelectrically\nconnect the\nvehicle\nalternator\nwith the current\ncontrol and the DC/DC boost converter.\n30. The method of claim 26, wherein the super capacitor comprises a bank of\nultra-\ncapacitors configured in a 6 x 2 array, providing two parallel sets of six\ncapacitors, in series.\n31. The method of claim 26, further comprising:\nelectrically\nconnecting the power module to the liftgate motor; and\nelectrically\nconnecting the alternator to the power module.\n32. The method of claim 26, further comprising:\nupon detecting that voltage in the rear\nbattery\nis below an operating\nthreshold, sending\nvoltage from the super capacitor to re-charge the rear\nbattery\n.\n33. The method of claim 26, further comprising:\nupon detecting that voltage in the super capacitor is below an operating\nthreshold, sending\nvoltage from the rear\nbattery\nto re-charge the super capacitor.\n29\nCA 03186597 2023- 1- 19 | 63/209,861 | United States of America | 2021-06-11 | L'invention concerne un module de puissance hybride. Le module de puissance est associé à un camion ayant une grille de levage. Le module de puissance comprend un supercondensateur comprenant une batterie de condensateurs, le supercondensateur étant en communication électrique avec un alternateur du camion. Le module de puissance comprend également une batterie, un commutateur, un convertisseur élévateur CC/CC et un câblage électrique. Le câblage électrique connecte la batterie de condensateurs et la première batterie au commutateur, et connecte en outre le commutateur à un moteur pour la grille de levage. Le supercondensateur et la première batterie sont positionnés en parallèle, le supercondensateur et la première batterie se trouvant à proximité de la grille de levage. Le supercondensateur contient suffisamment d'énergie pour alimenter le moteur électrique pour la porte de levage par l'intermédiaire d'au moins deux cycles de fonctionnement sans la batterie, protégeant la porte de levage si la batterie devient faible. | True |
| 91 | Patent 2579943 Summary - Canadian Patents Database | CA 2579943 | NaN | BATTERYCONTROL SYSTEM FOR HYBRIDVEHICLEAND METHOD FOR CONTROLLING A HYBRIDVEHICLEBATTERY | SYSTEME DE COMMANDE DE BATTERIE POUR VEHICULE HYBRIDE ET PROCEDE DE COMMANDE D'UNE BATTERIE DE VEHICULE HYBRIDE | NaN | HOPE, MARK EDWARD, BOCKELMANN, THOMAS ROBERT, ZOU, ZHANJIANG, KANG, XIAOSONG | 2012-11-13 | 2005-09-07 | BORDEN LADNER GERVAIS LLP | English | EATON CORPORATION | CLAIMS:\n1. A\nbattery\ncontrol system for a hybrid\nvehicle\n, comprising:\na hybrid powertrain\nbattery\n;\na\nvehicle\naccessory\nbattery\n;\na prime mover driven generator adapted to charge the\nvehicle\naccessory\nbattery\n;\na detecting arrangement configured to monitor the\nvehicle\naccessory\nbattery's\nstate of\ncharge; and\na controller configured to:\nactivate the prime mover to drive the generator and recharge the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate of\ncharge falling below a\nfirst predetermined level; and\ntransfer\nelectrical\npower from the hybrid powertrain\nbattery\nto the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate of\ncharge falling below a\nsecond predetermined level,\nwherein the controller is configured to command the prime mover to start and\nto drive the generator to charge the\nvehicle\naccessory\nbattery\n; wherein the\ncontroller is\nconfigured to command the prime mover to turn off once the\nvehicle\naccessory\nbattery\nhas\nbeen charged to a third predetermined level; and further wherein the third\npredetermined level\nis greater than the second predetermined level, and the second predetermined\nlevel is greater\nthan the first predetermined level.\n2. The\nbattery\ncontrol system of claim 1, wherein the detecting arrangement\nincludes a\nbattery\ncontrol unit.\n3. The\nbattery\ncontrol system of claim 1, wherein the detecting arrangement\nincludes a\nvoltage or current measuring sensor.\n4. The\nbattery\ncontrol system of claim 1, wherein the prime mover driven\ngenerator is an\nalternator.\n7\n5. The\nbattery\ncontrol system of claim 1, wherein the prime mover driven\ngenerator is a\nhybrid motor-generator.\n6. The\nbattery\ncontrol system of claim 1, wherein the controller includes a\nhybrid\npowertrain system controller.\n7. The\nbattery\ncontrol system of claim 1, wherein the controller includes a\nvoltage\nconverter.\n8. The\nbattery\ncontrol system of claim 1, wherein the controller is configured\nto\nsimultaneously:\noperate the prime mover to drive the generator and recharge the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate of charge falling\nbelow the first\npredetermined level; and\ntransfer\nelectrical\npower from the hybrid powertrain\nbattery\nto the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate of charge falling\nbelow the second\npredetermined level.\n9. A\nbattery\ncontrol system for a hybrid\nvehicle\n, comprising:\na hybrid powertrain\nbattery\n;\na\nvehicle\naccessory\nbattery\n;\na prime mover\nelectrical\npower generating means for charging the\nvehicle\naccessory\nbattery\n;\ndetecting means for monitoring the\nvehicle\naccessory\nbattery's\nstate of\ncharge; and\na controlling means for:\nactivating the prime mover\nelectrical\npower generating means to recharge the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate\nof charge falling\nbelow a first predetermined level; and\n8\ntransferring\nelectrical\npower from the hybrid powertrain\nbattery\nto the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate of\ncharge falling below a\nsecond predetermined level,\nwherein the controlling means is configured to command the prime mover to\nstart and to drive the\nelectrical\npower generating means to charge the\nvehicle\naccessory\nbattery\n; wherein the controller is configured to command the prime mover to\nturn off once the\nvehicle\naccessory\nbattery\nhas been charged to a third predetermined level; and\nfurther wherein\nthe third predetermined level is greater than the second predetermined level,\nand the second\npredetermined level is greater than the first predetermined level.\n10. The\nbattery\ncontrol system of claim 9, wherein the detecting means\nincludes a\nbattery\ncontrol unit.\n11. The\nbattery\ncontrol system of claim 9, wherein the detecting means\nincludes a voltage\nor current measuring sensor.\n12. The\nbattery\ncontrol system of claim 9, wherein the generating means is an\nalternator.\n13. The\nbattery\ncontrol system of claim 9, wherein the generating means is a\nhybrid\nmotor-generator.\n14. The\nbattery\ncontrol system of claim 9, wherein the controller means\nincludes a hybrid\npowertrain system controller.\n15. The\nbattery\ncontrol system of claim 9, wherein the controller means\nincludes a voltage\nconverter.\n16. The\nbattery\ncontrol system of claim 9, wherein the controller means is\nconfigured for\nsimultaneously:\n9\noperating the generating means to recharge the\nvehicle\naccessory\nbattery\nin\nresponse\nto the\nvehicle\naccessory\nbattery's\nstate of charge falling below the first\npredetermined level;\nand\ntransferring\nelectrical\npower from the hybrid powertrain\nbattery\nto the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate of\ncharge falling below\nthe second predetermined level.\n17. A method for controlling a hybrid\nvehicle\npowertrain system, comprising\nthe steps of:\nproviding a hybrid powertrain\nbattery\n, a\nvehicle\naccessory\nbattery\n, and a\nprime mover\ndriven generator adapted to charge the\nvehicle\naccessory\nbattery\n;\nmonitoring the\nvehicle\naccessory\nbattery's\nstate of charge; and\nactivating the prime mover to drive the generator and recharge the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate of charge falling\nbelow a first\npredetermined level, or transferring\nelectrical\npower from the hybrid\npowertrain\nbattery\nto the\nvehicle\naccessory\nbattery\nin response to the\nvehicle\naccessory\nbattery's\nstate\nof charge falling\nbelow a second predetermined level,\nwherein the controlling means is configured to command the prime mover to\nstart and\nto drive the generator to charge the\nvehicle\naccessory\nbattery\n; wherein the\ncontroller is\nconfigured to command the prime mover to turn off once the\nvehicle\naccessory\nbattery\nhas\nbeen charged to a third predetermined level; and further wherein the third\npredetermined level\nis greater than the second predetermined level, and the second predetermined\nlevel is greater\nthan the first predetermined level.\n18. The method of claim 17, wherein the monitoring step includes monitoring\nthe\nvehicle\naccessory\nbattery's\nstate of charge using a\nbattery\ncontrol unit.\n19. The method of claim 17, wherein the monitoring step includes monitoring\nthe\nvehicle\naccessory\nbattery's\nstate of charge using a voltage or current measuring\nsensor.\n20. The method of claim 17, wherein the prime mover driven generator is an\nalternator.\n21. The method of claim 17, wherein the prime mover driven generator is a\nhybrid motor-\ngenerator.\n22. The method of claim 17, wherein the step of transferring\nelectrical\npower\nfrom the\nhybrid powertrain\nbattery\nto the\nvehicle\naccessory\nbattery\nincludes converting\nthe voltage\nprovided by the hybrid powertrain\nbattery\n.\n23. The method of claim 17, wherein the activating and transferring steps are\nperformed\nvirtually simultaneously.\n24. The\nbattery\ncontrol system of claim 1, wherein the prime mover is a\ntraction motor.\n25. The\nbattery\ncontrol system of claim 1, wherein the controller includes a\nvoltage\nconverter to convert a higher voltage of the hybrid powertrain\nbattery\nto a\nvoltage that can be\nused by the\nvehicle\naccessory\nbattery\n.\n26. The\nbattery\ncontrol system of claim 25, wherein the converter steps down\nthe voltage\nfrom a 340 V hybrid powertrain\nbattery\nto a 12 V\nvehicle\naccessory\nbattery\n.\n27. The\nbattery\ncontrol system of claim 1, wherein the generator is further\nconfigured to\nrecharge the hybrid powertrain\nbattery\nconcurrently with the\nvehicle\naccessory\nbattery\n.\n11 | 10/936,370 | United States of America | 2004-09-08 | Cette invention concerne un système de commande de batterie (10) pour véhicule hybride comprenant une batterie de groupe propulseur hybride (16), une batterie auxiliaire de véhicule (20) et un générateur entraîné par un moteur principal (22) conçu pour charger la batterie auxiliaire du véhicule (20). Un système de détection (26) est conçu pour surveiller l'état de charge de la batterie auxiliaire de véhicule. Une unité de commande (32) est conçue pour activer le moteur principal (12) pour entraîner le générateur (22) et recharger la batterie auxiliaire de véhicule (20) lorsque l'état de charge de la batterie auxiliaire de véhicule passe en dessous d'un premier seuil prédéterminé ou transférer de l'énergie électrique de la batterie du groupe propulseur hybride (16) à la batterie auxiliaire de véhicule (20) lorsque l'état de charge de la batterie auxiliaire de véhicule passe en dessous d'un deuxième seuil prédéterminé. Cette invention concerne également un procédé de commande d'un système de groupe propulseur de véhicule hybride (10). | True |
| 92 | Patent 3208487 Summary - Canadian Patents Database | CA 3208487 | NaN | ULTRA-FAST CHARGING METHOD FOR FORKLIFTBATTERY | PROCEDE DE CHARGE ULTRA-RAPIDE POUR BATTERIE DE CHARIOT ELEVATEUR A FOURCHE | NaN | ALOBAIDI, MOHAMMED | NaN | 2022-01-12 | KIRBY EADES GALE BAKER | English | GREEN CUBES TECHNOLOGY, LLC | CA 03208487 2023-07-17\nWO 2022/155269 PCT/US2022/012209\nCLAIMS\n1. A\nbattery\npositioned within a\nbattery\nhousing in a\nelectric\nvehicle\n,\ncomprising:\na frame or\nbattery\ncompartment;\na lithium ion\nbattery\npack;\na\nbattery\nmanagement system (BMS);\nan AC-DC converter;\nbusbars; and\na cable connectors;\nwherein the\nbattery\nis charged by a single phase or three phase AC source.\n2. A\nbattery\npositioned within a\nbattery\nhousing in a\nelectric\nvehicle\n,\ncomprising:\na frame or\nbattery\ncompartment;\na lithium ion\nbattery\npack;\na\nbattery\nmanagement system (BMS);\na DC-DC converter;\nbusbars; and\na cable connectors;\nwherein the\nbattery\nis charged by an external high voltage charger.\n3. A\nbattery\npositioned within a\nbattery\nhousing in a\nelectric\nvehicle\n,\ncomprising:\na frame or\nbattery\ncompartment;\na lithium ion\nbattery\npack;\nCA 03208487 2023-07-17\nWO 2022/155269 PCT/US2022/012209\na\nbattery\nmanagement system (BMS);\nan AC-DC converter and a DC-DC converter;\nbusbars; and\na cable connectors;\nwherein the\nbattery\nis charged by a single phase or three phase AC source.\n4. The\nbattery\nof claim 1, comprising\nbattery\ncells connected in series\nand/or parallel\nto obtain a desired voltage and capacity.\n5. The\nbattery\nof claim 1, wherein the BMS further comprises Wi-Fi,\nBluetooth Low\nEnergy (BLE), NFC and/or GPS therein.\n6. The\nbattery\nof claim 1, wherein the\nbattery\nfurther comprises a cord for\nplugging\ninto a wall outlet or charger for recharging.\n7. The\nbattery\nof claim 1, further comprising an artificial intelligence\nhub securely\nmounted to frame and operably coupled to the rechargeable lithium\nbattery\n.\n8. The\nbattery\nof claim 1, wherein the busbars comprise extra cables to\nconnect to\nthe\nbattery\n.\n9. The\nbattery\nof claim 1, wherein the busbars may be replaced with thick\ncables.\n11\nCA 03208487 2023-07-17\nWO 2022/155269 PCT/US2022/012209\n10. The\nbattery\nof claim 1, configured for use with Automated Guided\nVehicles\n(AGVs), Ground Support Equipment (GSE) and Industrial\nElectric\nVehicles\n.\n11. A\nbattery\nfor use within an\nelectric\nvehicle\n, comprising:\na\nbattery\npack;\na\nbattery\nmanagement system;\na connection for connecting the\nbattery\nto a power source;\na converter for converting a voltage from the power source to a\nbattery\nvoltage; and\nat least one busbar connecting the converter to the\nbattery\npack.\n12. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe\nbattery\npack is a lithium ion\nbattery\npack.\n13. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 12, wherein\nthe lithium\nion\nbattery\npack comprises a plurality of lithium ion\nbatteries\nconnected in\nparall el.\n14. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 12, wherein\nthe lithium\nion\nbattery\npack comprises a plurality of lithium ion\nbatteries\nconnected in\nseries.\n15. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe power\nsource is a high voltage power source.\n16. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe converter\nis built into the\nbattery\n.\n17. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe converter\nis a DC-DC converter, which steps down the voltage from the power source to\nthe\nbattery\nsource voltage.\n12\nCA 03208487 2023-07-17\nWO 2022/155269 PCT/US2022/012209\n18. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe converter\nis an AC-DC converter.\n19. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe power\nsource is a DC charger.\n20. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe\nconnection is an AC wall plug to connect to a power grid.\n21. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe power\nsource is a three-phase power source.\n22. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe power\nsource is a single phase power source.\n23. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe\nconnection comprises a charging cable and an AC plug.\n24. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe at least\none busbar comprises a copper plate.\n25. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe at least\none busbar comprises a hard wire from the converter's output to the\nbattery\npack.\n26. The\nbattery\nfor use within an\nelectric\nvehicle\nas in claim 11, wherein\nthe\nbattery\nmanagement system is connected to the built-in converter and includes Wi-Fi,\nBluetooth Low Energy, Near Field Communication, and/or GPS.\n27. A forklift having a rechargeable\nbattery\n, the rechargeable\nbattery\ncomprising:\na\nbattery\npack;\na\nbattery\nmanagement system;\n13\nCA 03208487 2023-07-17\nWO 2022/155269 PCT/US2022/012209\na connection for connecting the\nbattery\nto a power source;\na converter for converting a voltage from the power source to a\nbattery\nvoltage; and\nat least one busbar connecting the converter to the\nbattery\npack.\n28. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\nbattery\npack is\na lithium ion\nbattery\npack.\n29. A forklift having a rechargeable\nbattery\nas in claim 28, wherein the\nlithium ion\nbattery\npack comprises a plurality of lithium ion\nbatteries\nconnected in\nparallel.\n30. A forklift having a rechargeable\nbattery\nas in claim 28, wherein the\nlithium ion\nbattery\npack comprises a plurality of lithium ion\nbatteries\nconnected in\nseries.\n31. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\npower source\nis a high voltage power source.\n32. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\nconverter is\nbuilt into the\nbattery\n.\n33. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\nconverter is a\nDC-DC converter, which steps down the voltage from the power source to the\nbattery\nsource voltage.\n34. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\nconverter is\nan AC-DC converter.\n35. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\npower source\nis a DC charger.\n14\nCA 03208487 2023-07-17\nWO 2022/155269 PCT/US2022/012209\n36. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\nconnection is\nan AC wall plug to connect to a power grid.\n37. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\npower source\nis a three-phase power source.\n38. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\npower source\nis a single phase power source.\n39. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\nconnection\ncomprises a charging cable and an AC plug.\n40. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the at\nleast one\nbusbar comprises a copper plate.\n41. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the at\nleast one\nbusbar comprises a hard wire from the converter's output to the\nbattery\npack.\n42. A forklift having a rechargeable\nbattery\nas in claim 27, wherein the\nbattery\nmanagement system is connected to the built-in converter and includes Wi-Fi,\nBluetooth Low Energy, Near Field Communication, and/or GPS. | 63/138,044 | United States of America | 2021-01-15 | Les chariots élévateurs à fourche ou machines de nettoyage électriques ont beaucoup attiré l'attention dans la dernière décennie en raison de leurs avantages très importants. Le problème principal concernant l'efficacité des chariots élévateurs à fourche électriques est le temps de charge nécessaire pour le bloc-batterie. Pour obtenir une charge ultra-rapide pour la batterie, un convertisseur CA-CC ou CC-CC est ajouté à l'intérieur du compartiment de batterie. Le convertisseur permet au chargeur de fournir une puissance et une tension élevées lorsque le convertisseur abaisse la tension à la tension de batterie standard. Au moyen de ce procédé, le temps de charge va être réduit sans utiliser de câbles de grandes dimensions ou encombrants. | True |
| 93 | Patent 2343489 Summary - Canadian Patents Database | CA 2343489 | NaN | ENERGY STORAGE DEVICE FOR LOADS HAVING VARIABLE POWER RATES | DISPOSITIF D'ACCUMULATION D'ENERGIE POUR DES CHARGES VARIABLES | NaN | DASGUPTA, SANKAR, JACOBS, JAMES K., BHOLA, RAKESH | 2007-05-22 | 2001-04-05 | RICHES, MCKENZIE & HERBERT LLP | English | ELECTROVAYA INC. | 24\nThe embodiments of the invention in which an exclusive\nproperty or privilege is claimed are defined as follows:\n1. A rechargeable\nbattery\npower supply system comprising:\na rechargeable energy\nbattery\nhaving an energy\nbattery\nenergy density and an energy\nbattery\nvoltage;\na rechargeable power\nbattery\nhaving a power\nbattery\nenergy density and a power\nbattery\nvoltage, the power\nbattery\nenergy density being less than the energy\nbattery\nenergy density, and the energy\nbattery\nvoltage being greater\nthan the power\nbattery\nvoltage;\na load structured to be driven by\nelectrical\nenergy;\nfirst power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nload so that the rechargeable power\nbattery\ncan supply\nelectrical\nenergy to the load through the first power supply\ncircuitry; and\nsecond power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nrechargeable energy\nbattery\nso that the rechargeable energy\nbattery\ncan supply\nelectrical\nenergy to the rechargeable\npower\nbattery\nthrough the second power supply circuitry.\n2. The system of claim 1 wherein the second power supply\ncircuitry comprises a controller structured to control the\nflow of\nelectrical\nenergy between the rechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n3. The system of claim 1 wherein the rechargeable energy\nbattery\nis non-aqueous.\n25\n4. The systems of claim 3 wherein the rechargeable energy\nbattery\nis a lithium ion\nbattery\n.\n5. The system of claim 1 wherein the rechargeable power\nbattery\nis a lead-acid\nbattery\n.\n6. A\nvehicle\nwhere the power used to drive the\nvehicle\ninto motion comes at least partially from\nbatteries\n, the\nvehicle\ncomprising:\na\nvehicle\nbody;\nan\nelectric\nmotor, in the\nvehicle\nbody, structured to\nbe driven by\nelectrical\nenergy and further structured to\ndrive the\nvehicle\ninto motion when the motor is driven by\nreceived\nelectrical\nenergy;\na rechargeable energy\nbattery\nhaving an energy\nbattery\nenergy density and an energy\nbattery\nvoltage;\na rechargeable power\nbattery\nhaving a power\nbattery\nenergy density and a power\nbattery\nvoltage, the power\nbattery\nenergy density being less than the energy\nbattery\nenergy density, and the energy\nbattery\nvoltage being greater\nthan the power\nbattery\nvoltage;\nfirst power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nelectric\nmotor so that the rechargeable power\nbattery\ncan\nsupply\nelectrical\nenergy to the\nelectric\nmotor through the\nfirst power supply circuitry; and\nsecond power supply circuitry structured and located to\nelectrically\nconnect the rechargeable power\nbattery\nto the\nrechargeable energy\nbattery\nso that the rechargeable energy\n26\nbattery\ncan supply\nelectrical\nenergy to the rechargeable\npower\nbattery\nthrough the second power supply circuitry.\n7. The\nvehicle\nof claim 6 wherein the second power supply\ncircuitry comprises a controller structured to control the\nflow of\nelectrical\nenergy between the rechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n8. The\nvehicle\nof claim 6 wherein the rechargeable energy\nbattery\nis non-aqueous.\n9. The\nvehicle\nof claim 8 wherein the rechargeable energy\nbattery\nis a lithium ion\nbattery\n.\n10. The\nvehicle\nof claim 6 wherein the rechargeable power\nbattery\nis a lead-acid\nbattery\n.\n11. The\nvehicle\nof claim 6 further comprising:\na regenerative braking system structured and located to\nsupply\nelectrical\nenergy captured when the\nvehicle\nbrakes;\nand\nthird power supply circuitry structured and located to\nelectrically\nconnect the regenerative braking system to the\nrechargeable power\nbattery\nso that the regenerative braking\nsystem supplies\nelectrical\nenergy to the rechargeable power\nbattery\nthrough the third power supply circuitry when the\nvehicle\nbrakes. | NaN | NaN | NaN | Un dispositif d'accumulation d'énergie pour le stockage d'énergie électrique et l'alimentation en énergie électrique d'un moteur d'entraînement à des charges variables est présenté. Le dispositif d'accumulation d'énergie comporte une batterie d'accumulation connectée à une batterie d'alimentation. La batterie d'accumulation a une densité énergétique plus élevée que la batterie d'alimentation. Toutefois, la batterie d'alimentation peut fournir une alimentation électrique à un moteur électrique à différentes charges, assurant ainsi que le moteur dispose de l'alimentation et du courant suffisants au besoin. La batterie d'alimentation est continuellement rechargée par la batterie de stockage d'énergie. De cette façon, la batterie d'alimentation stocke temporairement l'énergie reçue de la batterie de stockage et fournit l'énergie électrique à différentes charges tel que requis par le moteur. Le dispositif de stockage d'énergie peut être raccordé de manière amovible à une source d'alimentation externe afin de recharger les deux batteries. Les deux batteries peuvent être rechargées de façon indépendante pour optimiser la recharge et les caractéristiques de durée utile des batteries. | True |
| 94 | Patent 2753116 Summary - Canadian Patents Database | CA 2753116 | NaN | VEHICLEBATTERYMOUNTING STRUCTURE | STRUCTURE DE MONTAGE DE BATTERIE | NaN | IWASA, MAKOTO, KADOTA, HIDETOSHI, HASHIMURA, TADAYOSHI, SHIGEMATSU, SATOSHI, MORI, NOBUHIRO, HATTA, KENTARO | 2013-08-06 | 2010-02-19 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | -22-\nCLAIMS\n1. A\nvehicle\nbattery\nmounting structure for mounting a plurality of\nbatteries\nunder a floor panel of a\nvehicle\n, comprising:\na\nbattery\nunit comprising a plurality of the\nbatteries\n; and\na connection control device which controls\nelectrical\nconnection relating\nto the\nbattery\nunit;\nwherein the\nbattery\nunit comprises two groups of the\nbatteries\ndisposed\nto have a space there-between, and the connection control device is disposed\nin the space.\n2. The\nvehicle\nbattery\nmounting structure as defined in Claim 1, wherein\neach of the\nbatteries\ncomprises a terminal projecting towards the space.\n3. The\nvehicle\nbattery\nmounting structure as defined in Claim 1 or Claim 2,\nfurther comprising a second\nbattery\nunit comprising a plurality of the\nbatteries\nand connected to the first\nbattery\nunit via the connection control\ndevice, wherein the\nvehicle\ncomprises an\nelectric\nequipment that uses a power\nsupplied from the first and second\nbattery\nunits, and the first\nbattery\nunit\nis\nlocated nearer to the\nelectric\nequipment than the second\nbattery\nunit,\n4. The\nvehicle\nbattery\nmounting structure as defined in Claim 3, wherein the\nfirst\nbattery\nunit, the second\nbattery\nunit, and the connection control device\nare arranged in a\nvehicle\nlongitudinal direction, and the two groups of the\nbatteries\nare arranged in a\nvehicle\ntransverse direction such that the space\nis\nformed in the\nvehicle\nlongitudinal direction.\n-23--\n5. The\nvehicle\nbattery\nmounting structure as defined in Claim 3 or Claim 4,\nwherein the connection control device comprises a switching device for\nelectrically\nconnecting and disconnecting the first\nbattery\nunit and the\nsecond\nbattery\nunit.\n6. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 5, wherein the connection control device comprises a wire\nconnecting device for controlling a connection between the first and second\nbattery\nunits and the\nelectric\nequipment.\n7. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 6, wherein the first\nbattery\nunit further comprises second two\ngroups of the\nbatteries\nin the rear of the first two groups of the\nbatteries\n,\nand\nthe second two groups of the\nbatteries\nare disposed to have a space there-\nbetween which is continuous with the space between the first two groups of\nthe\nbatteries\n.\n8, The\nvehicle\nbattery\nmounting structure as defined in Claim 7, wherein the\nvehicle\ncomprises a passenger compartment in which a front seat, a rear seat\nand a floor located between the front seat and the rear seat are provided and\na\nfront compartment formed in front of the passenger compartment with respect\nto a\nvehicle\nlongitudinal direction for accommodating the\nelectric\nequipment,\nthe first two groups of the\nbatteries\nare mounted under the front seat, the\nsecond two groups of the\nbatteries\nare mounted under the floor, and the\nsecond\nbattery\nunit.\n-24-\n9. The\nvehicle\nbattery\nmounting structure as defined in Claim 8, wherein the\nconnection control device comprises an operation member which is exposed to\nthe passenger compartment and operated manually therefrom.\n10. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 9, further comprising a\nbattery\nmounting frame in which the\nfirst\nbattery\nunit, the second\nbattery\nunit, and the connection control device\nare fitted in advance as a\nbattery\nassembly so as to be fixed to an underside\nof\nthe floor panel via the\nbattery\nmounting frame.\n11. The\nvehicle\nbattery\nmounting structure as defined in Claim 10, wherein\nthe\nbattery\nmounting frame comprises a rectangular frame having a\nrectangular planar shape and a reinforcing member fixed to an inside of the\nrectangular frame.\n12. The\nvehicle\nbattery\nmounting structure as defined in Claim 11, wherein\nthe rectangular frame comprises a front edge member extending in the\nvehicle\ntransverse direction and the reinforcing member is constituted by a girder\nfixed to an inside of the rectangular frame in the\nvehicle\ntransverse\ndirection\nand a beam connecting a girder and the front edge member, the girder and the\nbeam forming a T-shape in a plan view.\n13. The\nvehicle\nbattery\nmounting structure as defined in Claim 12, wherein\nthe first\nbattery\nunit is disposed on both sides of the beam in the\nrectangular\nframe whereas the second\nbattery\nunit is disposed on the opposite side of the\n-25-\ngirder to the beam in the rectangular frame.\n14. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 10\nthrough Claim 13, wherein the\nvehicle\ncomprises a fixed member for fixing the\nbattery\nmounting frame.\n15. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 10\nthrough Claim 14, wherein the connection control device comprises a\nswitching device for\nelectrically\nconnecting and disconnecting the first\nbattery\nunit and the second\nbattery\nunit and a wire connecting device for controlling\na\nconnection between the first and second\nbattery\nunits and the\nelectric\nequipment, and the wire connecting device is disposed nearer to the\nelectric\nequipment than the switching device.\n16. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 15, wherein the first\nbattery\nunit, the second\nbattery\nunit, and\nthe connection control device are housed in a case in advance and fixed to the\nunderside of the floor panel via the case.\n17. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 3\nthrough Claim 16, wherein the\nelectric\nequipment comprises an\nelectric\nmotor\nand a related device as a motive force source for\nvehicle\ntravel.\n18. The\nvehicle\nbattery\nmounting structure as defined in Claim 1, wherein the\nconnection control device comprises a switching device for realizing an\nelectrical\nconnection and disconnection within the\nbattery\nunit, and the\n-26-\nbattery\nmounting structure comprises a support that supports the switching\ndevice in a position elevated from a base of the space.\n19. The\nvehicle\nbattery\nmounting structure as defined in Claim 18, further\ncomprising a case for accommodating the\nbattery\nunit, wherein the case and\nthe floor panel have an opening facing the switching device.\n20. The\nvehicle\nbattery\nmounting structure as defined in Claim 18 or Claim\n19, wherein the support comprises a deck on which the switching device is\nfixed and leg parts that support the deck.\n21. The\nvehicle\nbattery\nmounting structure as defined in Claim 18 or Claim\n19, wherein the support comprises a supporting plate that straddles the two\ngroups of the\nbatteries\nand is fixed thereto, and the switching device is\nfixed to\nthe supporting plate.\n22. A\nbattery\nassembly comprising a plurality of\nbatteries\nand mounted under\na floor panel of a\nvehicle\n, comprising:\na\nbattery\nunit comprising a plurality of\nbatteries\n; and\na connection control device which controls\nelectrical\nconnection relating\nto the\nbattery\nunit;\nwherein the\nbattery\nunit comprises two groups of the\nbatteries\ndisposed\nto have a space there-between, and the connection control device is disposed\nin the space. | 2009-041227 | Japan | 2009-02-24 | Une unité de batterie (38F), comprenant une pluralité de batteries (3), et des dispositifs de commande de liaison (35a, 35b, 36a, 36b, 36d, 36e) qui commandent la liaison électrique pour l'unité de batterie (38F) sont placés sous un panneau de plancher (16) d'un véhicule (1). L'unité de batterie (38F) comporte deux groupes de batterie (S1R, S1L) qui sont placés avec un espace (G) entre eux. Les dispositifs de commande de liaison (35a, 35b, 36a, 36b, 36d, 36e) sont placés dans l'espace (G). Ainsi, la disposition des dispositifs de commande de liaison (35a, 35b, 36a, 36b, 36d, 36e) peut être optimisée et la longueur d'un faisceau de fils (34) peut être réduite. | True |
| 95 | Patent 3186597 Summary - Canadian Patents Database | CA 3186597 | NaN | SUPER CAPACITOR BASED POWER MODULE FOR LIFT GATE | MODULE DE PUISSANCE REPOSANT SUR UN SUPER-CONDENSATEUR POUR GRILLE DE LEVAGE | NaN | WOOD, SR., ROBERT J., HALL, CHAD E., GREGORY, BRYCE, YETTO, LUKE, PATSOS, DANIEL A., AGRELO, JOSEPH | NaN | 2022-06-10 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | SYSTEMATIC POWER MANUFACTURING, LLC | WO 2022/261456\nPCT/US2022/033038\nCLAIMS\n1. An\nelectrical\npower system for a delivery\nvehicle\n, with the delivery\nvehicle\nhaving a\ncab, a cargo compartment residing behind the cab, a combustible engine, and a\nliftgate secured\nto the cargo compartment powered by a liftgate motor, and the\nelectrical\npower\nsystem\ncomprising:\na\nvehicle\nbattery\n;\na\nvehicle\nalternator;\na\nvehicle\nstarter in\nelectrical\ncommunication with the\nvehicle\nbattery\n, and\nconfigured\nto start the combustible engine;\na hybrid power module in\nelectrical\ncommunication with the liftgate motor and\nconfigured to provide power to the liftgate motor, wherein the hybrid power\nmodule comprises:\na super capacitor comprising a bank of capacitors, with the super capacitor\nbeing in\nelectrical\ncommunication with the\nvehicle\nalternator;\na first rear\nbattery\n;\na switch;\nan integrated DC/DC boost converter residing between the\nvehicle\nalternator\nand the super capacitor; and\nelectrical\nwiring connecting the super capacitor and the first rear\nbattery\nto\nthe\nswitch, and also connecting the switch to the liftgate motor;\nand wherein:\nthe hybrid power module resides in or on the cargo compartment,\nthe super capacitor and the first rear\nbattery\nare positioned in parallel\nwithin the\nelectrical\ncircuit; and\nthe super capacitor contains enough energy to power the liftgate motor\nto move the lift gate through at least two operating cycles without using\npower\nfrom the first rear\nbattery\n.\n2. The\nelectrical\npower system of claim 1, wherein:\nthe\nvehicle\nfurther comprises an engine compartment; and\n22\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\nthe\nvehicle\nbattery\n, the\nvehicle\nalternator, and the\nvehicle\nstarter all\nreside within the\nengine compartment.\n3. The\nelectrical\npower system of claim 2, wherein the hybrid power module\nfurther\ncomprises :\na lift gate capacitor box serving as a housing to hold the super capacitor and\nthe\nDC/DC boost converter; and\na current control residing between the\nvehicle\nalternator and the DC/DC boost\nconverter;\nand wherein the super capacitor is in\nelectrical\ncommunication with the\nvehicle\nalternator by means of cables that\nelectrically\nconnect the\nvehicle\nalternator\nwith the current\ncontrol and the DC/DC boost converter.\n4. The\nelectrical\npower system of claim 3, wherein the lift gate capacitor\nbox also houses\nthe rear\nbattery\n.\n5. A hybrid power module for a lift gate associated with a truck,\ncomprising:\na super capacitor comprising a capacitor bank, with the super capacitor being\nin\nelectrical\ncommunication with an alternator of the truck;\na first\nbattery\n;\na switch;\nan integrated DC/DC boost converter residing between the\nvehicle\nalternator\nand the\nsuper capacitor; and\nelectrical\nwiring connecting the capacitor bank and the first\nbattery\nto the\nswitch, and\nalso connecting the switch to a motor for the lift gate;\nwherein:\nthe supet capacitot and the fit st ballet)/ teside ploximate the lift gate,\nthe super capacitor and the first\nbattery\nare positioned in parallel; and\nthe super capacitor contains enough energy to power the\nelectric\nmotor for the\nlift gate through at least two operating cycles without the first\nbattery\n.\n23\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n6. The hybrid power module of claim 5, further comprising:\na lift gate capacitor box holding the capacitor bank, the DC/DC converter and\nthe first\nbattery\n; and\na current control positioned to limit current entering the DC/DC converter\nfrom the\nvehicle\nalternator;\nand wherein the super capacitor is in\nelectrical\ncommunication with the\nalternator by\nmeans of cables that connect the alternator with the current control.\n7. The hybrid power module of claim 6, wherein the capacitor bank is\nconfigured to put\nout at least 200 Amps of current for at least two minutes for operating the\nmotor for the lift\ngate.\n8. The hybrid power module of claim 6, further comprising:\na second\nbattery\nalso in parallel to the first\nbattery\nand the super\ncapacitor;\nand wherein the second\nbattery\nalso resides within the lift gate capacitor\nbox.\n9. The hybrid power module of claim 6, further comprising:\na rectifier connected between the first\nbattery\nand the capacitor bank, with\nthe rectifier\nbeing configured to recoup a portion of any unused energy from the lift gate\nmotor when the\nhybrid power module is operated without the first\nbattery\n.\n10. The hybrid power module of claim 9, wherein the rectifier comprises a\nreverse recovery\ndiode, a synchronous rectifier, or a transistor.\n11. The hybrid power module of claim 6, wherein the current control is\nconfigured to limit\ncurrent flow from the alternator to the capacitor bank.\n12. The hybrid power module of claim 11, wherein the current control\ncomprises at least\none of a positive-temperature-coefficient resistor and a resistive bridge.\n24\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n13. The hybrid power module of claim 6, wherein:\nthe DC/DC boost converter is configured to boost voltage from 8 volts DC to\n14.5 volts\nDC;\nthe bank of capacitors comprises 12 super capacitors yielding a total\ncapacitance of at\nleast 1,000 Farads;\nthe DC/DC boost converter comprises an input side and an output side, with the\ninput\nside being connected to the cables from the alternator, by means of the\ncurrent control; and\nthe output side of the DC/DC boost converter is connected to the bank of\ncapacitors.\n14. The hybrid power module of claim 13, wherein:\nthe bank of capacitors is configured in a 6 x 2 array, providing two parallel\nsets of six\ncapacitors, in series.\n15. The hybrid power module of claim 6, wherein:\nthe truck comprises a cargo compartment; and\nthe liftgate motor is secured onto or behind the cargo compartment.\n16. The hybrid power module of claim 15, wherein the capacitor bank is\nconfigured to put\nout at least 200 Amps of current for at least two minutes for operating the\nmotor for the lift\ngate.\n17. The\nelectrical\npower system of claim 15, wherein the capacitor bank\ncomprises a 6 x 2\narray of ultra-capacitors providing two parallel sets of six capacitors, in\nseries.\n18. The\nelectrical\npower system of claim 15, wherein the first\nbattery\nand\nthe second\nbattery\nare each lithium-ion\nbatteries\n.\n19. A delivery\nvehicle\n, comprising:\nan engine compartment, a combustible engine residing within the engine\ncompartment,\na cab, and a cargo compartment residing behind the cab;\na lift gate system residing on the cargo compartment, the lift gate system\ncomprising:\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\nan\nelectrical\nliftgate motor;\na lift gate; and\na user interface for controlling the liftgate motor; and\nan\nelectrical\nsystem, wherein the\nelectrical\nsystem comprises:\na\nvehicle\nbattery\n;\na\nvehicle\nalternator;\na relay start in\nelectrical\ncommunication with the engine; and\na power module configured to provide power to the litigate motor, comprising:\na super capacitor comprising a capacitor bank, with the super capacitor\nbeing in\nelectrical\ncommunication with the alternator of the delivery\nvehicle\nby\nmeans of cables,\na switch;\na first rear\nbattery\n;\nan integrated DC/DC boost converter residing between the\nvehicle\nalternator and the super capacitor; and\nelectrical\nwiring connecting the super capacitor and the first rear\nbattery\nto the switch, and also connecting the switch to the liftgate motor;\nwherein:\nthe super capacitor and the first rear\nbattery\nreside proximate the lift gate;\nthe super capacitor and the first rear\nbattery\nare positioned in parallel; and\nthe super capacitor contains enough energy to power the\nelectrical\nliftgate\nmotor\nthrough at least two operating cycles without the first\nbattery\n.\n20. The delivery\nvehicle\nof claim 19, wherein:\nthe first rear\nbattery\n, the super capacitor and the DC/DC boost converter\nreside together\nwithin a housing;\nthe super capacitor comprises a plurality of ultra-capacitor (UC) cells placed\nin series,\nthe\nelectrical\nsystem further comprises a current control placed between the\nvehicle\nalternator and the power module.\n26\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n21. The delivery\nvehicle\nof claim 20, wherein the super capacitor is in\nelectrical\ncommunication with the\nvehicle\nalternator by means of cables that connect the\nalternator with\nthe current control, through the DC/DC boost converter.\n22. The delivery\nvehicle\nof claim 21, wherein the power module further\ncomprises:\na second rear\nbattery\nalso in parallel to the first rear\nbattery\nand the super\ncapacitor,\nwherein the capacitor bank is configured to boost the charging voltage of the\nsecond rear\nbattery\nwhen the\nelectric\nmotor of the lift gate is in operation; and\na rectifier connected between the first rear\nbattery\nand the capacitor bank,\nwith the\nrectifier being configured to recoup a portion of any unused energy from the\nlift gate motor\nwhen the hybrid power module is operated without the first\nbattery\n.\n23. The delivery\nvehicle\nof claim 20, wherein\nthe capacitor banks yield a total capacitance of at least 1,000 Farads; and\nwhen the capacitor bank is fully charged, the DC/DC boost converter transmits\ncurrent\nfrom the capacitor bank to the first rear\nbattery\nto charge the first rear\nbattery\n.\n24. A method for operating a liftgate, comprising:\nproviding a delivery\nvehicle\n, the delivery\nvehicle\nhaving an engine\ncompartment, a cab, a\ncargo compartment residing behind the cab, an alternator, a combustible\nengine, and a\nvehicle\nbattery\n;\nproviding a lift gate for the cargo compartment, and a liftgate motor;\nproviding a power module residing in or on the cargo compartment; and\nsending an\nelectrical\nsignal to the liftgate motor to operate the lift gate;\nwherein the power module comprises:\na super capacitor comprising a plurality of ultra-capacitors, with the super\ncapacitor\nbeing in electiical communication with the altelnatoi of the deli vei y\nvehicle\nby means of\ncables,\na switch;\na rear\nbattery\n;\n27\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\nan integrated DC/DC boost converter residing between the alternator and the\nsuper\ncapacitor; and\nelectrical\nwiring connecting the super capacitor and the rear\nbattery\nto the\nswitch,\nand also connecting the switch to the liftgate motor;\nand wherein:\nthe super capacitor and the rear\nbattery\nare positioned in parallel; and\nthe super capacitor contains enough energy to power the liftgate motor through\nat least two operating cycles without the rear\nbattery\n.\n25. The method of claim 24, wherein:\nthe alternator, the combustible engine, and the\nvehicle\nbattery\nreside within\nthe engine\ncompartment of the delivery\nvehicle\n;\nthe liftgate motor is secured onto the cargo compartment at a rear of the\ndelivery\nvehicle\n; and\nthe rear\nbattery\n, the super capacitor and the DC/DC boost converter reside\ntogether\nwithin a housing.\n26. The method of claim 25, wherein:\nsending a signal to operate the liftgate comprises sending an\nelectrical\nsignal from the\npower module to the\nelectric\nmotor to cause the liftgate to be raised or to be\nlowered.\n27. The method of claim 25, further comprising:\noperating the delivery\nvehicle\nfor a period of time to spin the alternator,\nthereby\ncharging the super capacitor within the power module.\n28. The method of claim 25, wherein:\nthe capacitor system further comprises an isolation switch residing within the\nhousing,\nand a control button; and\nthe method further comprises pressing the control button, thereby closing the\nisolation\nswitch to send charge from the rear\nbattery\nto the capacitor bank.\n28\nCA 03186597 2023- 1- 19\nWO 2022/261456\nPCT/US2022/033038\n29. The method of claim 25, wherein the power module further comprises:\na current control residing between the\nvehicle\nalternator and the DC/DC boost\nconverter,\nand wherein the super capacitor is in\nelectrical\ncommunication with the\nvehicle\nalternator by means of cables that\nelectrically\nconnect the\nvehicle\nalternator\nwith the current\ncontrol and the DC/DC boost converter.\n30. The method of claim 26, wherein the super capacitor comprises a bank of\nultra-\ncapacitors configured in a 6 x 2 array, providing two parallel sets of six\ncapacitors, in series.\n31. The method of claim 26, further comprising:\nelectrically\nconnecting the power module to the liftgate motor; and\nelectrically\nconnecting the alternator to the power module.\n32. The method of claim 26, further comprising:\nupon detecting that voltage in the rear\nbattery\nis below an operating\nthreshold, sending\nvoltage from the super capacitor to re-charge the rear\nbattery\n.\n33. The method of claim 26, further comprising:\nupon detecting that voltage in the super capacitor is below an operating\nthreshold, sending\nvoltage from the rear\nbattery\nto re-charge the super capacitor.\n29\nCA 03186597 2023- 1- 19 | 63/209,861 | United States of America | 2021-06-11 | L'invention concerne un module de puissance hybride. Le module de puissance est associé à un camion ayant une grille de levage. Le module de puissance comprend un supercondensateur comprenant une batterie de condensateurs, le supercondensateur étant en communication électrique avec un alternateur du camion. Le module de puissance comprend également une batterie, un commutateur, un convertisseur élévateur CC/CC et un câblage électrique. Le câblage électrique connecte la batterie de condensateurs et la première batterie au commutateur, et connecte en outre le commutateur à un moteur pour la grille de levage. Le supercondensateur et la première batterie sont positionnés en parallèle, le supercondensateur et la première batterie se trouvant à proximité de la grille de levage. Le supercondensateur contient suffisamment d'énergie pour alimenter le moteur électrique pour la porte de levage par l'intermédiaire d'au moins deux cycles de fonctionnement sans la batterie, protégeant la porte de levage si la batterie devient faible. | True |
| 96 | Patent 3021716 Summary - Canadian Patents Database | CA 3021716 | NaN | SYSTEM AND METHOD FOR PROVIDING POWER TO A MINING OPERATION | SYSTEME ET PROCEDE PERMETTANT DE FOURNIR DE L'ENERGIE DANS UNE EXPLOITATION MINIERE | NaN | HUFF, BRIAN R., KASABA, MICHAEL E. | 2024-02-20 | 2017-03-31 | GOWLING WLG (CANADA) LLP | English | SANDVIK MINING AND CONSTRUCTION OY | CLAIMS:\n1. A system for employing gravity to provide\nelectrical\npower for mining\noperations in a mine, wherein the mine has a shaft extending downward from the\nearth's surface to a chamber containing a power grid for powering the mining\noperations, and a deposit having an ore face positioned between the chamber\nand the earth's surface, such that the chamber is disposed downwardly from the\nore face, the system comprising:\na ramp extending between the ore face and the chamber;\na zero-emissions\nvehicle\nincluding a kinetic energy capture system;\na first\nbattery\non the zero-emissions\nvehicle\n, wherein the first\nbattery\nis\nconfigured to power the zero-emissions\nvehicle\nand to be charged by the\nkinetic\nenergy capture system when the zero-emissions\nvehicle\ntravels down the ramp\nfrom the ore face to the chamber while the zero-emissions\nvehicle\ncarries a\nload;\na discharging device disposed in the chamber, wherein the discharging\ndevice is configured to discharge energy out of the first\nbattery\nand into the\npower grid only when the first\nbattery\nis attached to the discharging device\nin the\nchamber.\n2. The system of claim 1, wherein the first\nbattery\nis configured to receive a\nnet\nsurplus energy charge from the kinetic energy capture system when the zero-\nemissions\nvehicle\nmakes a trip cycle, wherein a trip cycle is a loaded trip\ndown\nthe ramp to the chamber and an unloaded trip up the ramp back to the deposit.\n3. The system of claim 2, wherein the first\nbattery\nis attached to the\ndischarging\ndevice after at least one trip cycle.\n4. The system of claim 2, wherein the first\nbattery\nis attached to the\ndischarging\ndevice after more than two trip cycles.\n26\nDate Recue/Date Received 2023-03-14\n5. The system of claim 1, wherein the discharging device is a bidirectional\ncharger.\n6. The system of claim 1, further comprising at least one additional minimally\ncharged\nbattery\nso that the first\nbattery\non the\nvehicle\nmay be replaced with\nthe\nminimally charged\nbattery\nwhen the first\nbattery\nis attached to the\ndischarging\ndevice.\n7. The system of claim 1, wherein the kinetic energy capture system is a\nregenerative braking system.\n8. A system for employing gravity to provide\nelectrical\npower for mining\noperations in a mine, wherein the mine has a shaft extending downward from the\nearth's surface to a chamber and a deposit having an ore face positioned\nbetween the chamber and the earth's surface, such that the chamber is disposed\ndownwardly from the ore face, the system comprising:\na ramp extending between the ore face and the chamber;\na power grid for powering the mining operations, wherein the power grid is\ndisposed within the chamber;\na zero-emissions\nvehicle\nincluding a kinetic energy capture system;\na\nbattery\non the zero-emissions\nvehicle\nand configured to power the zero-\nemissions\nvehicle\nwhen attached to the zero-emissions\nvehicle\nand to receive\npower from the kinetic energy capture system when the zero-emissions\nvehicle\ntravels down the ramp carrying a load from the ore face to the chamber; and\na discharging device configured to discharge energy out of the\nbattery\nand\ninto the power grid only when the first\nbattery\nis attached to the discharging\ndevice in the chamber.\n9. The system of claim 8, further comprising a charging cycle,\n27\nDate Recue/Date Received 2023-03-14\nwherein the charging cycle comprises the zero-emissions\nvehicle\nconveying a load of ore down the ramp from the ore face to the chamber and the\nzero-emissions\nvehicle\ndriving up the ramp from the chamber to the ore face\nwhile the zero-emissions\nvehicle\nis unloaded,\nwherein the loaded zero-emissions\nvehicle\nis heavier when the zero-\nemissions\nvehicle\nis conveying a load than when the unloaded zero-emissions\nvehicle\nis unloaded, and\nwherein the\nbattery\nis configured to receive a net surplus energy charge\nfrom the charging cycle.\n10. The system of claim 9, wherein the net surplus energy charge from a\ncharging cycle is sufficient to charge the\nbattery\nto a maximum desired\ncharge.\n11. The system of claim 9, wherein the net surplus energy charge from more\nthan one charging cycle is sufficient to charge the\nbattery\nto a maximum\ndesired\ncharge.\n12. The system of claim 11, wherein the maximum desired charge is a 100\npercent charge.\n13. The system of claim 9, wherein the\nbattery\nis attached to the discharging\ndevice after at least one charging cycle.\n14. The system of claim 9, wherein the\nbattery\nis attached to the discharging\ndevice after more than two charging cycles.\n15. The system of claim 8, wherein the\nbattery\nis configured to be discharged\nto\na minimum acceptable charge by the discharging device.\n28\nDate Recue/Date Received 2023-03-14\n16. The system of claim 15, wherein the minimum acceptable charge is a 20\npercent charge.\n17. A system for employing gravity to provide\nelectrical\npower for mining\noperations in a mine, wherein the mine has a shaft extending downward from the\nearth's surface and a deposit having an ore face positioned below the earth's\nsurface, the system comprising:\na chamber positioned at a bottom of the shaft , wherein the chamber is\npositioned further below the earth's surface than the ore face is positioned;\na ramp extending between the ore face and the chamber;\na power grid for powering the mining operations, wherein the power grid is\ndisposed within the chamber;\na zero-emissions\nvehicle\nincluding a kinetic energy capture system;\na first\nbattery\non the zero-emissions\nvehicle\nand configured to power the\nzero-emissions\nvehicle\nwhen attached to the zero-emissions\nvehicle\nand to\nreceive power from the kinetic energy capture system when the zero-emissions\nvehicle\ntravels down the ramp carrying a load from the ore face to the\nchamber;\nand\na discharging device configured to discharge energy out of the first\nbattery\nand into the power grid only when the first\nbattery\nis attached to the\ndischarging\ndevice in the chamber.\n18. The system of claim 17, further comprising a charging cycle,\nwherein the charging cycle comprises the zero-emissions\nvehicle\nconveying a load of ore down the ramp from the ore face to the chamber and the\nzero-emissions\nvehicle\ndriving up the ramp from the chamber to the ore face\nwhile the zero-emissions\nvehicle\nis unloaded,\nwherein the zero-emissions\nvehicle\nis heavier when the zero-emissions\nvehicle\nis conveying a load than when the zero-emissions\nvehicle\nis unloaded,\nand\n29\nDate Recue/Date Received 2023-03-14\nwherein the\nbattery\nis configured to receive a net surplus energy charge\nfrom the charging cycle.\n19. The system of claim 18, wherein the net surplus energy charge from a\ncharging cycle is sufficient to charge the first\nbattery\nto a maximum desired\ncharge.\n20. The system of claim 18, wherein the net surplus energy charge from more\nthan one charging cycle is sufficient to charge the first\nbattery\nto a maximum\ndesired charge.\n21. The system of claim 20, wherein the maximum desired charge is a 100\npercent charge.\n22. The system of claim 18, wherein the first\nbattery\nis attached to the\ndischarging device after at least one charging cycle.\n23. The system of claim 18, wherein the first\nbattery\nis attached to the\ndischarging device after more than two charging cycles.\n24. The system of claim 17, wherein the first\nbattery\nis configured to be\ndischarged to a minimum acceptable charge by the discharging device.\n25. The system of claim 17, further comprising at least one additional\nminimally\ncharged\nbattery\nso that the first\nbattery\non the\nvehicle\nmay be replaced with\nthe\nminimally charged\nbattery\nwhen the first\nbattery\nis attached to the\ndischarging\ndevice.\nDate Recue/Date Received 2023-03-14 | 15/133,478 | United States of America | 2016-04-20 | L'invention concerne un système permettant d'utiliser la gravité pour fournir de l'énergie électrique destinée à des exploitations minières dans une mine, et comprenant une batterie conçue pour alimenter un véhicule électrique. Le véhicule comprend un système de capture d'énergie cinétique qui peut charger la batterie lorsque le véhicule transporte un véhicule chargé en descendant une pente allant d'une limite de gisement vers un trou de mine. Le déplacement en descendant la pente produit une charge excédentaire dans la batterie en raison d'un différentiel de poids pour un véhicule chargé se déplaçant en descendant une pente qui produit plus d'énergie par l'intermédiaire du système de capture d'énergie cinétique que l'énergie utilisée par le véhicule pour transporter le véhicule vide en remontant la pente jusqu'à la limite de gisement. Un dispositif de décharge disposé dans le trou de mine est conçu pour décharger l'énergie excédentaire hors de la batterie et dans le réseau électrique de la mine. Un ou plusieurs trajets entre la limite de gisement et le trou de mine peuvent charger complètement la batterie. | True |
| 97 | Patent 2753114 Summary - Canadian Patents Database | CA 2753114 | NaN | VEHICLEBATTERYMOUNTING STRUCTURE | STRUCTURE D'INSTALLATION DE BATTERIES | NaN | IWASA, MAKOTO, OGATA, SHINYA, KADOTA, HIDETOSHI, HASHIMURA, TADAYOSHI, MORI, NOBUHIRO | 2013-09-10 | 2010-02-16 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | -19-\nCLAIMS\n1. A\nvehicle\nbattery\nmounting structure for mounting a plurality of\nbatteries\nunder a floor panel of a\nvehicle\n, comprising:\na first\nbattery\nunit comprising a plurality of the\nbatteries\nstacked in a\nvertical direction;\na second\nbattery\nunit comprising a plurality of the\nbatteries\nstacked in a\nvehicle\ntransverse direction.\n2. The\nvehicle\nbattery\nmounting structure as defined in Claim 1, wherein a\nheight of the second\nbattery\nunit is set to be higher than a height of the\nfirst\nbattery\nunit.\n3. The\nvehicle\nbattery\nmounting structure as defined in Claim 1 or Claim 2,\nwherein the\nbatteries\nare formed into a cuboid having three sides and stacked\nin a direction along a shortest side.\n4. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 1\nthrough Claim 3, wherein the\nvehicle\ncomprises an\nelectric\nequipment\ncomprising an\nelectric\nmotor and a related device as a motive force source for\ntraveling, and the second\nbattery\nunit is disposed on the opposite side of the\nfirst\nbattery\nunit to the\nelectric\nequipment with respect to a longitudinal\ndirection of the\nvehicle\n.\n5. The\nvehicle\nbattery\nmounting structure as defined in Claim 4, wherein the\nvehicle\nfurther comprises a front compartment in which the\nelectric\nequipment\n-20-\nis provided and a passenger compartment in which a front seat, a rear seat\nand a floor located between the front seat and the rear seat are provided, and\nthe second\nbattery\nunit is mounted under the rear seat whereas the first\nbattery\nunit is mounted under the floor.\n6. The\nvehicle\nbattery\nmounting structure as defined in Claim 5, wherein the\nfirst\nbattery\nunit is further mounted under the front seat.\n7. The\nvehicle\nbattery\nmounting structure as defined in Claim 6, wherein a\nheight of the first\nbattery\nunit mounted under the front seat is set to be\nhigher\nthan a height of the first\nbattery\nunit mounted under the floor between the\nrear seat and the front seat.\n8. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 4\nthrough Claim 7, wherein the first\nbattery\nunit comprises a plurality of rows\nof\nbattery\nstacks arranged in a\nvehicle\nlongitudinal direction, the rows forming\na\nspace there-between, and a harness connected to the\nbatteries\nis disposed in\nthe space.\n9. The\nvehicle\nbattery\nmounting structure as defined in Claim 8, wherein\neach of the\nbatteries\nof the first\nbattery\nunit has a terminal projecting\ntowards\nthe space for connecting the harness.\n10. The\nvehicle\nbattery\nmounting structure as defined in Claim 8 or Claim 9,\nfurther comprising a switch for\nelectrically\nconnecting and disconnecting the\nfirst\nbattery\nunit and the second\nbattery\nunit, and an\nelectric\ncontrol device\n-21-\nfor controlling\nelectric\npower transmitted between the first and second\nbattery\nunits and the\nelectric\nequipment, wherein the switch and the\nelectric\ncontrol\ndevice are disposed in the space.\n11. The\nvehicle\nbattery\nmounting structure as defined in Claim 10, wherein\nthe\nelectric\ncontrol device is disposed nearer to the\nelectric\nequipment than\nthe switch.\n12. The\nvehicle\nbattery\nmounting structure as defined in any one of Claim 1\nthrough Claim 11, further comprising a\nbattery\nmounting frame in which the\nfirst\nbattery\nunit and the second\nbattery\nunit are fixed in advance as a\nbattery\nassembly, and the first\nbattery\nunit and the second\nbattery\nunit are fixed in\nthe\nvehicle\nvia the\nbattery\nmounting frame.\n13. The\nvehicle\nbattery\nmounting structure as defined in Claim 12, wherein\nthe\nvehicle\ncomprises a fixed member for fixing the\nbattery\nmounting frame.\n14. The\nvehicle\nbattery\nmounting structure as defined in Claim 12 or Claim\n13, wherein the\nbattery\nmounting frame comprises a rectangular frame having\na rectangular planar shape and a reinforcing member fixed to an inside of the\nrectangular frame.\n15. The\nvehicle\nbattery\nmounting structure as defined in Claim 14, wherein\nthe rectangular frame comprises a front edge member extending in the\nvehicle\ntransverse direction and the reinforcing member is constituted by a girder\nfixed to an inside of the rectangular frame in the\nvehicle\ntransverse\ndirection\n-22-\nand a beam connecting a girder and the front edge member, the girder and the\nbeam forming a T-shape in a plan view.\n16. The\nvehicle\nbattery\nmounting structure as defined in Claim 15, wherein\nthe first\nbattery\nunit is disposed on both sides of the beam in the\nrectangular\nframe whereas the second\nbattery\nunit is disposed on the opposite side of the\ngirder to the beam in the rectangular frame.\n17. The\nvehicle\nbattery\nmounting structure as defined in Claim 16, wherein a\nlength of the beam is set to be longer than a half of an internal dimension of\nthe rectangular frame in a longitudinal direction of the\nvehicle\n. | 2009-041214 | Japan | 2009-02-24 | L'invention a pour objet de disposer des batteries (3) multiples sous un panneau (16) de plancher d'un véhicule (1). Une première unité (38F) de batteries, où des batteries (3) multiples sont superposées dans la direction verticale, et une deuxième unité (38R) de batteries, où des batteries (3) multiples sont superposées dans la direction transverse (WD) du véhicule, sont installées. La répartition des masses entre l'avant et l'arrière du véhicule (1) peut être optimisée en prévoyant la localisation de la première unité (38F) de batteries et de la deuxième unité (38R) de batteries compte tenu de la relation entre la localisation des unités électriques (12, 13, 14) alimentées en électricité à partir des batteries (3) et l'agencement des sièges (32F, 32R) pour passagers. | True |
| 98 | Patent 2676057 Summary - Canadian Patents Database | CA 2676057 | NaN | VEHICLESIGNALING DEVICE HAVING A REMOTE POWER SOURCE | DISPOSITIF DE SIGNALISATION DE VEHICULE AYANT UNE SOURCE D'ENERGIE A DISTANCE | NaN | PLUMMER, LEW, FARMER, DANIEL J., SCHERZINGER, TED | NaN | 2008-01-30 | SMART & BIGGAR | English | PACCAR INC | CLAIMS\n1. A signaling device for use with a\nvehicle\nhaving a\nvehicle\nelectrical\nsystem, the signaling device comprising:\n(a) a light source adapted to be coupled to the\nvehicle\n; and\n(b) a power source adapted to be disposed in-line the\nvehicle\nelectrical\nsystem and in communication with the light source, the power source,\nincluding:\n(i) a housing;\n(ii) a plurality of\nbatteries\ndisposed within the housing; and\n(iii) a printed circuit board in communication with the plurality\nof\nbatteries\n, the printed circuit board adapted to at least charge the\nplurality of\nbatteries\nwhen the\nvehicle\nelectrical\nsystem is in an on state.\n2. The signaling device of Claim 1, wherein the light source is adapted to be\nembedded in a\nvehicle\nlighting assembly.\n3. The signaling device of Claim 2, wherein the\nvehicle\nlighting assembly is\na\nvehicle\nheadlamp assembly.\n4. The signaling device of Claim 2, wherein the\nvehicle\nlighting assembly is\na trailer lamp assembly.\n5. The signaling device of Claim 1, wherein the light source is adapted to be\nplaced into\nelectrical\ncommunication with the\nvehicle\nelectrical\nsystem such\nthat the light\nsource is powered by either the\nvehicle\nelectrical\nsystem or the energy\nsource.\n6. The signaling device of Claim 1, wherein the light source is disposed\nwithin a housing.\n7. The signaling device of Claim 6, wherein the housing is permanently\nmateable to the exterior of the\nvehicle\n.\n-10-\n8. The signaling device of Claim 6, wherein the housing is detachably\nmateable to the exterior of the\nvehicle\n.\n9. The signaling device of Claim 1, wherein the light source is a light-\nemitting diode.\n10. The signaling device of Claim 1, wherein the power source powering the\nlight source when the\nvehicle\nelectrical\nsystem is in an off state.\n-11- | 60/887,320 | United States of America | 2007-01-30 | La présente invention concerne un dispositif de signalisation destiné à une utilisation avec un véhicule ayant un système électrique de véhicule. Le dispositif de signalisation comprend une source lumineuse adaptée pour être couplée au véhicule et une source d'énergie. La source d'énergie est adaptée pour être disposée en ligne du système électrique de véhicule et en communication avec la source lumineuse. La source d'énergie comprend un boîtier, une pluralité de batteries disposée à l'intérieur du boîtier, et une carte de circuit imprimé en communication avec la pluralité de batteries. La carte de circuit imprimé est adaptée pour au moins charger la pluralité de batteries lorsque le système électrique de véhicule se trouve dans un état d'activation. | True |
| 99 | Patent 3112440 Summary - Canadian Patents Database | CA 3112440 | NaN | TRANSPORTATION AERIAL-VEHICLEHAVING DISTRIBUTED-BATTERIESAND POWERING METHOD THEREFOR | VEHICULE AERIEN DE TRANSPORT A BATTERIES DISTRIBUEES ET METHODE D'ALIMENTATION CONNEXE | NaN | HANNA, MARK HOLBROOK, HANNA, DOUGLAS MORGAN | NaN | 2019-09-10 | BLAKE, CASSELS & GRAYDON LLP | English | HANNA, MARK HOLBROOK, HANNA, DOUGLAS MORGAN, HANNA, MARK HOLBROOK | CA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\nWHAT IS CLAIMED IS:\n1. A\nbattery\n-powered aerial\nvehicle\ncomprising:\na center unit comprising a compartment for receiving therein one or more\npassengers\nand/or cargo goods;\none or more rotor units coupled to the center unit;\none or more\nbattery\nassemblies; and\na plurality of\nelectrical\ncircuitry components comprising a central control\ncircuitry and at\nleast a flight control subsystem, a detecting and avoiding subsystem, and an\nemergency\ncommunication subsystem controlled by the central control circuitry, one or\nmore of the plurality\nof the\nelectrical\ncircuitry components received in the center unit;\nwherein the one or more rotor units comprise one or more propelling modules\nfunctionally\ncoupled to the central control circuitry;\nwherein the one or more\nbattery\nassemblies are configured for being controlled\nby the\nflight control subsystem for at least powering the one or more propelling\nmodules; and\nwherein the one or more\nbattery\nassemblies are at a distance away from the\ncenter unit for\nreducing electromagnetic interference to the one or more of the\nelectrical\ncircuitry components in\nthe center unit.\n2. The\nbattery\n-powered aerial\nvehicle\nof claim 1, wherein one or more of\nthe plurality of the\nelectrical\ncircuitry components are received in an upper portion of the\ncompartment; and wherein\nat least one of the one or more\nbattery\nassemblies is received in a lower\nportion of the\ncompartment.\n3. The\nbattery\n-powered aerial\nvehicle\nof claim 1, wherein at least one of\nthe one or more\nbattery\nassemblies is received in a lower portion of the compartment under a\nfloor thereof\n4. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 3, wherein\nthe one or more\nrotor units coupled to a lower portion of the center unit.\n5. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 3, wherein\nthe one or more\nrotor units coupled to an upper portion of the center unit.\n6. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 5 further\ncomprising one or\nmore supporting legs; and wherein at least one of the one or more supporting\nlegs comprises at\nleast one of the one or more\nbattery\nassemblies.\n3 1\nCA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\n7. The\nbattery\n-powered aerial\nvehicle\nof claim 6, wherein the at least one\nof the one or more\nbattery\nassemblies is enclosed in the at least one of the one or more\nsupporting legs.\n8. The\nbattery\n-powered aerial\nvehicle\nof claim 6, wherein the at least one\nof the one or more\nbattery\nassemblies is coupled to the at least one of the one or more\nsupporting legs.\n9. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 5, wherein\nat least one of the\none or more\nbattery\nassemblies is located in a rotor unit and is configured\nfor acting as a supporting\nleg.\n10. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 5 further\ncomprising a\nplurality of supporting legs; and wherein at least one of the one or more\nbattery\nassemblies extends\nbetween two of the plurality of supporting legs.\n11. The\nbattery\n-powered aerial\nvehicle\nof claim 10, wherein at least one of\nthe plurality of\nsupporting legs extends downwardly from one of the one or more rotor units.\n12. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 11\ncomprising a plurality of\nrotor units; and wherein at least one of the one or more\nbattery\nassemblies\nextends between two\nof the plurality of rotor units.\n13. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 12,\nwherein at least one of\nthe one or more\nbattery\nassemblies extends downwardly from at least one of the\none or more\npropelling modules.\n14. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 13,\nwherein the one or more\nrotor units are coupled to the center unit via one or more coupling\ncomponents.\n15. The\nbattery\n-powered aerial\nvehicle\nof claim 14, wherein each of the one\nor more coupling\ncomponents is a connecting arm.\n16. The\nbattery\n-powered aerial\nvehicle\nof claim 14 or 15, wherein the\nbattery\nassembly extends\ndownwardly from the coupling component.\n32\nCA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\n17. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 16 further\ncomprising a cage;\nand wherein at least one of the one or more\nbattery\nassemblies forms a part of\nthe cage.\n18. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 16 further\ncomprising a cage;\nand wherein at least one of the one or more\nbattery\nassemblies is received in\nthe cage.\n19. The\nbattery\n-powered aerial\nvehicle\nof claim 17 or 18, wherein the cage\nis located under\nthe compartment.\n20. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 19,\nwherein the plurality of\nelectrical\ncircuitry components further comprises a backup central control\ncircuitry.\n21. The\nbattery\n-powered aerial\nvehicle\nof any one of claim 1 to 20, wherein\nthe plurality of\nelectrical\ncircuitry components further comprises at least a magnetometer in\nthe center unit.\n22. The\nbattery\n-powered aerial\nvehicle\nof any one of claim 1 to 21, wherein\nat least one of the\none or more\nbattery\nassemblies comprises one or more metal-clad\nbattery\ncells.\n23. The\nbattery\n-powered aerial\nvehicle\nof any one of claim 1 to 22, wherein\neach of the one or\nmore\nbattery\nassemblies is in proximity with or adjacent to one of the one or\nmore propelling\nmodules; and wherein the central control circuitry is at the distance away\nfrom the one or more\npropelling modules.\n24. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 23,\nwherein the central control\ncircuitry comprises a\nbattery\n-power balancing circuit for balancing the power\nconsumption rates\nof the one or more\nbattery\nassemblies.\n25. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 24,\nwherein each of the one\nor more propelling modules comprises an\nelectrical\nmotor coupled to a base\nstructure, a propeller\nrotatably coupled to the\nelectrical\nmotor, and an\nelectrical\nspeed-controller\ncoupled to the base\nstructure and\nelectrically\ncoupled to the\nelectrical\nmotor for controlling the\nspeed thereof\n26. The\nbattery\n-powered aerial\nvehicle\nof claim 25, wherein the propeller\nof at least one of the\none or more propelling modules is located above the\nelectrical\nmotor.\n33\nCA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\n27. The\nbattery\n-powered aerial\nvehicle\nof claim 25 or 26, wherein the\npropeller of at least one\nof the one or more propelling modules is located under the\nelectrical\nmotor.\n28. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 27,\nwherein the plurality of\nelectrical\ncircuitry components further comprise a flight management\nsubsystem.\n29. The\nbattery\n-powered aerial\nvehicle\nof claim 28, wherein the flight\ncontrol subsystem and\nflight management subsystem are configured for automatically controlling\nmanaging the flight of\nthe\nbattery\n-powered aerial\nvehicle\n.\n30. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 29,\nwherein the plurality of\nelectrical\ncircuitry components further comprise a communication subsystem and\na power\nmanagement subsystem.\n31. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 30,\nwherein the plurality of\nelectrical\ncircuitry components further comprise a climate control subsystem,\na furniture control\nsubsystem, an entertainment subsystem, and a booking and payment subsystem.\n32. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 31,\nwherein the plurality of\nelectrical\ncircuitry components further comprise one or more backup subsystems\nof at least the\nflight control subsystem, the detecting and avoiding subsystem, and the\nemergency\ncommunication subsystem.\n34 | 62/729,839 | United States of America | 2018-09-11 | La présente invention concerne un véhicule aérien sans pilote alimenté par batterie et comprenant une unité centrale, une pluralité d'unités de rotor accouplées à l'unité centrale, une pluralité d'ensembles batteries, et une pluralité de composants de circuit électrique comprenant des circuits de commande centrale et au moins un sous-système de commande de vol, un sous-système de détection et d'évitement, et un sous-système de communication d'urgence commandé par les circuits de commande centrale. L'unité centrale reçoit un ou plusieurs des composants de circuit électrique et présente un compartiment pour recevoir un ou plusieurs passagers ou des marchandises de fret. Chaque unité de rotor comprend un module de propulsion accouplé fonctionnellement aux circuits de commande centrale. Le ou les ensembles batteries sont conçus pour être commandés par le sous-système de commande de vol pour au moins alimenter les modules de propulsion, et sont à une certaine distance de l'unité centrale pour réduire les interférences électromagnétiques vers les composants de circuit électrique à l'intérieur de celle-ci. | True |
| 100 | Patent 3112440 Summary - Canadian Patents Database | CA 3112440 | NaN | TRANSPORTATION AERIAL-VEHICLEHAVING DISTRIBUTED-BATTERIESAND POWERING METHOD THEREFOR | VEHICULE AERIEN DE TRANSPORT A BATTERIES DISTRIBUEES ET METHODE D'ALIMENTATION CONNEXE | NaN | HANNA, MARK HOLBROOK, HANNA, DOUGLAS MORGAN | NaN | 2019-09-10 | BLAKE, CASSELS & GRAYDON LLP | English | HANNA, MARK HOLBROOK, HANNA, DOUGLAS MORGAN, HANNA, MARK HOLBROOK | CA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\nWHAT IS CLAIMED IS:\n1. A\nbattery\n-powered aerial\nvehicle\ncomprising:\na center unit comprising a compartment for receiving therein one or more\npassengers\nand/or cargo goods;\none or more rotor units coupled to the center unit;\none or more\nbattery\nassemblies; and\na plurality of\nelectrical\ncircuitry components comprising a central control\ncircuitry and at\nleast a flight control subsystem, a detecting and avoiding subsystem, and an\nemergency\ncommunication subsystem controlled by the central control circuitry, one or\nmore of the plurality\nof the\nelectrical\ncircuitry components received in the center unit;\nwherein the one or more rotor units comprise one or more propelling modules\nfunctionally\ncoupled to the central control circuitry;\nwherein the one or more\nbattery\nassemblies are configured for being controlled\nby the\nflight control subsystem for at least powering the one or more propelling\nmodules; and\nwherein the one or more\nbattery\nassemblies are at a distance away from the\ncenter unit for\nreducing electromagnetic interference to the one or more of the\nelectrical\ncircuitry components in\nthe center unit.\n2. The\nbattery\n-powered aerial\nvehicle\nof claim 1, wherein one or more of\nthe plurality of the\nelectrical\ncircuitry components are received in an upper portion of the\ncompartment; and wherein\nat least one of the one or more\nbattery\nassemblies is received in a lower\nportion of the\ncompartment.\n3. The\nbattery\n-powered aerial\nvehicle\nof claim 1, wherein at least one of\nthe one or more\nbattery\nassemblies is received in a lower portion of the compartment under a\nfloor thereof\n4. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 3, wherein\nthe one or more\nrotor units coupled to a lower portion of the center unit.\n5. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 3, wherein\nthe one or more\nrotor units coupled to an upper portion of the center unit.\n6. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 5 further\ncomprising one or\nmore supporting legs; and wherein at least one of the one or more supporting\nlegs comprises at\nleast one of the one or more\nbattery\nassemblies.\n3 1\nCA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\n7. The\nbattery\n-powered aerial\nvehicle\nof claim 6, wherein the at least one\nof the one or more\nbattery\nassemblies is enclosed in the at least one of the one or more\nsupporting legs.\n8. The\nbattery\n-powered aerial\nvehicle\nof claim 6, wherein the at least one\nof the one or more\nbattery\nassemblies is coupled to the at least one of the one or more\nsupporting legs.\n9. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 5, wherein\nat least one of the\none or more\nbattery\nassemblies is located in a rotor unit and is configured\nfor acting as a supporting\nleg.\n10. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 5 further\ncomprising a\nplurality of supporting legs; and wherein at least one of the one or more\nbattery\nassemblies extends\nbetween two of the plurality of supporting legs.\n11. The\nbattery\n-powered aerial\nvehicle\nof claim 10, wherein at least one of\nthe plurality of\nsupporting legs extends downwardly from one of the one or more rotor units.\n12. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 11\ncomprising a plurality of\nrotor units; and wherein at least one of the one or more\nbattery\nassemblies\nextends between two\nof the plurality of rotor units.\n13. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 12,\nwherein at least one of\nthe one or more\nbattery\nassemblies extends downwardly from at least one of the\none or more\npropelling modules.\n14. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 13,\nwherein the one or more\nrotor units are coupled to the center unit via one or more coupling\ncomponents.\n15. The\nbattery\n-powered aerial\nvehicle\nof claim 14, wherein each of the one\nor more coupling\ncomponents is a connecting arm.\n16. The\nbattery\n-powered aerial\nvehicle\nof claim 14 or 15, wherein the\nbattery\nassembly extends\ndownwardly from the coupling component.\n32\nCA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\n17. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 16 further\ncomprising a cage;\nand wherein at least one of the one or more\nbattery\nassemblies forms a part of\nthe cage.\n18. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 16 further\ncomprising a cage;\nand wherein at least one of the one or more\nbattery\nassemblies is received in\nthe cage.\n19. The\nbattery\n-powered aerial\nvehicle\nof claim 17 or 18, wherein the cage\nis located under\nthe compartment.\n20. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 19,\nwherein the plurality of\nelectrical\ncircuitry components further comprises a backup central control\ncircuitry.\n21. The\nbattery\n-powered aerial\nvehicle\nof any one of claim 1 to 20, wherein\nthe plurality of\nelectrical\ncircuitry components further comprises at least a magnetometer in\nthe center unit.\n22. The\nbattery\n-powered aerial\nvehicle\nof any one of claim 1 to 21, wherein\nat least one of the\none or more\nbattery\nassemblies comprises one or more metal-clad\nbattery\ncells.\n23. The\nbattery\n-powered aerial\nvehicle\nof any one of claim 1 to 22, wherein\neach of the one or\nmore\nbattery\nassemblies is in proximity with or adjacent to one of the one or\nmore propelling\nmodules; and wherein the central control circuitry is at the distance away\nfrom the one or more\npropelling modules.\n24. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 23,\nwherein the central control\ncircuitry comprises a\nbattery\n-power balancing circuit for balancing the power\nconsumption rates\nof the one or more\nbattery\nassemblies.\n25. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 24,\nwherein each of the one\nor more propelling modules comprises an\nelectrical\nmotor coupled to a base\nstructure, a propeller\nrotatably coupled to the\nelectrical\nmotor, and an\nelectrical\nspeed-controller\ncoupled to the base\nstructure and\nelectrically\ncoupled to the\nelectrical\nmotor for controlling the\nspeed thereof\n26. The\nbattery\n-powered aerial\nvehicle\nof claim 25, wherein the propeller\nof at least one of the\none or more propelling modules is located above the\nelectrical\nmotor.\n33\nCA 03112440 2021-03-11\nWO 2020/051688 PCT/CA2019/051270\n27. The\nbattery\n-powered aerial\nvehicle\nof claim 25 or 26, wherein the\npropeller of at least one\nof the one or more propelling modules is located under the\nelectrical\nmotor.\n28. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 27,\nwherein the plurality of\nelectrical\ncircuitry components further comprise a flight management\nsubsystem.\n29. The\nbattery\n-powered aerial\nvehicle\nof claim 28, wherein the flight\ncontrol subsystem and\nflight management subsystem are configured for automatically controlling\nmanaging the flight of\nthe\nbattery\n-powered aerial\nvehicle\n.\n30. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 29,\nwherein the plurality of\nelectrical\ncircuitry components further comprise a communication subsystem and\na power\nmanagement subsystem.\n31. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 30,\nwherein the plurality of\nelectrical\ncircuitry components further comprise a climate control subsystem,\na furniture control\nsubsystem, an entertainment subsystem, and a booking and payment subsystem.\n32. The\nbattery\n-powered aerial\nvehicle\nof any one of claims 1 to 31,\nwherein the plurality of\nelectrical\ncircuitry components further comprise one or more backup subsystems\nof at least the\nflight control subsystem, the detecting and avoiding subsystem, and the\nemergency\ncommunication subsystem.\n34 | 62/729,839 | United States of America | 2018-09-11 | La présente invention concerne un véhicule aérien sans pilote alimenté par batterie et comprenant une unité centrale, une pluralité d'unités de rotor accouplées à l'unité centrale, une pluralité d'ensembles batteries, et une pluralité de composants de circuit électrique comprenant des circuits de commande centrale et au moins un sous-système de commande de vol, un sous-système de détection et d'évitement, et un sous-système de communication d'urgence commandé par les circuits de commande centrale. L'unité centrale reçoit un ou plusieurs des composants de circuit électrique et présente un compartiment pour recevoir un ou plusieurs passagers ou des marchandises de fret. Chaque unité de rotor comprend un module de propulsion accouplé fonctionnellement aux circuits de commande centrale. Le ou les ensembles batteries sont conçus pour être commandés par le sous-système de commande de vol pour au moins alimenter les modules de propulsion, et sont à une certaine distance de l'unité centrale pour réduire les interférences électromagnétiques vers les composants de circuit électrique à l'intérieur de celle-ci. | True |
| 101 | Patent 3161421 Summary - Canadian Patents Database | CA 3161421 | NaN | ELECTRICVEHICLEBATTERYSYSTEM | SYSTEME DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | IERADI, GIUSEPPE | NaN | 2020-11-13 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | IERADI, GIUSEPPE | WHAT IS CLAIMED IS:\n1. A holding structure forming at least part of a\nvehicle\nchassis for\nhousing a plurality\nof\nbattery\nmodules, the holding structure comprising:\ntwo side members, at least one side member of the two side members defining\none or more first apertures for removably receiving one or more\nbattery\nmodules of the plurality of\nbattery\nmodules;\nat least one cross member that extends between the two side members; and\nat least one mounting member projecting from the at least one cross member,\nthe\nat least one mounting member is parallel to the two side members and\ndefines a plurality of second apertures that are each laterally displaced\nfrom a respective aperture of the plurality of first apertures;\nwherein when a\nbattery\nmodule is received by the at least one mounting member,\nthe\nbattery\nmodule extends through an aperture of the plurality of second\napertures and the respective aperture of the plurality of first apertures.\n2. The holding structure of claim 1 comprising:\none or more supporting members extending between the at least one side\nmember and the at least one mounting member that are configured to partly\nsupport a\nweight of the one or more\nbattery\nmodules when the one or more\nbattery\nmodules\nare\ninstalled within the holding structure.\n3. The holding structure of claim 1 comprising:\none or more enclosures extending between the at least one side member and the\nat least one mounting member that are configured to enclose the one or more\nbattery\nmodules and partly support a weight of the one or more\nbattery\nmodules when\nthe one\nor more\nbattery\nmodules are installed within the holding structure.\n4. The holding structure of claim 1, wherein the holding structure\ncomprises a\nbattery\nmodule fixed between the two side members.\n5. The holding structure of claim 4, wherein the at least one\nbattery\nmodule has a\nbattery\ncapacity of approximately 8-15 kWh.\n16\n6. The holding structure of claim 1, wherein each of the plurality of\nbattery\nmodules\ninclude a plurality of individual\nbattery\ncells and a case that encloses the\nplurality of\nindividual\nbattery\ncells.\n7. An\nelectric\nvehicle\nfor housing a plurality of\nbattery\nmodules, the\nelectric\nvehicle\ncomprising:\na holding structure forming at least part of a chassis of the\nvehicle\nfor\nhousing a\nplurality of\nbattery\nmodules, the holding structure comprising:\ntwo side members, at least one side member of the two side member\ndefining one or more first apertures for selectably receiving one or\nmore\nbattery\nmodules of the plurality of\nbattery\nmodules;\nat least one cross member that extends between the two side members;\nand\nat least one mounting member projecting from the at least one cross\nmember, the at least one mounting member is parallel to the two\nside members and that defines a plurality of second apertures that\nare each laterally displaced from a respective aperture of the\nplurality of first apertures;\nwherein when a\nbattery\nmodule is received by the at least one mounting member,\nthe\nbattery\nmodule extends through an aperture of the plurality of second\napertures and the respective aperture of the plurality of first apertures; and\nwherein the holding structure is located between front wheels of the\nvehicle\nand\nrear wheels of the\nvehicle\n.\n8. The\nelectric\nvehicle\nof claim 7 comprising:\na rocker panel of the\nvehicle\nthat is configured to be adjustably attached to\nthe\nvehicle\n.\n9. The\nelectric\nvehicle\nof claim 7 comprising:\none or more supporting members extending between the at least one side\nmember and the at least one mounting member that are configured to partly\nsupport a\n17\nweight of the one or more\nbattery\nmodules when the one or more\nbattery\nmodules\nare\ninstalled within the holding structure.\n10. The\nelectric\nvehicle\nof claim 7 comprising:\none or more enclosures extending between the at least one side member and the\nat least one mounting member that are configured to enclose the one or more\nbattery\nmodules and partly support a weight of the one or more\nbattery\nmodules when\nthe one\nor more\nbattery\nmodules are installed within the holding structure.\n11. The\nelectric\nvehicle\nof claim 7, wherein at least one\nbattery\nmodule of\nthe plurality\nof\nbattery\nmodules is fixed between the two side members.\n12. The holding structure of claim 11, wherein the at least one\nbattery\nmodule has a\nbattery\ncapacity of 10 kWh.\n13. The\nelectrical\nvehicle\nof claim 7 comprising:\nat least one door having a door panel defining a compartment configured to\nhouse\nat least one\nbattery\nmodule of the plurality of\nbattery\nmodules.\n14. The\nelectrical\nvehicle\nof claim 7 comprising:\na compartment integrated within a floor of a rear trunk of the\nvehicle\nthat is\nconfigured to house at least one\nbattery\nmodule of the plurality of\nbattery\nmodules.\n15. The\nelectric\nvehicle\nof claim 14, wherein the compartment includes one\nor more\nhinges that allow a position of the compartment to be adjusted.\n16. The\nelectrical\nvehicle\nof claim 7, wherein each of the plurality of\nbattery\nmodules\ninclude a plurality of\nbattery\ncells and a case for housing the\nbattery\ncells.\n17. The\nelectric\nvehicle\nof claim 16, wherein each of the\nbattery\ncells are\nspaced from\nan adjacent\nbattery\ncell of the\nbattery\ncells to define a respective interior\nspace\ntherebetween to allow heat dissipation.\n18\n18. The\nelectric\nvehicle\nof claim 16, wherein each of the plurality of\nbattery\nmodules\ncomprise a plurality of cooling fins that each extend from an interior of the\ncase to an\nexterior of the case.\n19. The\nelectric\nvehicle\nof claim 18, wherein the case of each of the one\nor more\nbattery\nmodules has a plurality of openings to allow each of the plurality of\ncooling fins to\nextend through a respective opening of the plurality of openings.\n20. The\nelectric\nvehicle\nof claim 18, wherein the plurality of fins extend\nbelow the\nchassis of\nvehicle\nto provide cooling to the corresponding\nbattery\nmodule.\n19 | 16/682,584 | United States of America | 2019-11-13 | La présente invention concerne une structure de maintien formant au moins une partie d'un châssis de véhicule pour loger des modules de batterie. La structure de maintien a deux éléments latéraux, au moins l'un des éléments latéraux définit une ou plusieurs premières ouvertures pour recevoir un ou plusieurs modules de batterie des modules de batterie. La structure de maintien peut avoir au moins un élément transversal qui s'étend entre les deux éléments latéraux. La structure de maintien a au moins un élément de montage faisant saillie à partir de l'au moins un élément transversal qui est parallèle aux deux éléments latéraux et qui définit une pluralité de secondes ouvertures qui sont chacune déplacées latéralement à partir d'une ouverture respective de la pluralité de premières ouvertures. Lorsqu'il est reçu par un élément de montage, le module de batterie s'étend à travers une ouverture de la pluralité de secondes ouvertures et l'ouverture respective de la pluralité de premières ouvertures. | True |
| 102 | Patent 2676057 Summary - Canadian Patents Database | CA 2676057 | NaN | VEHICLESIGNALING DEVICE HAVING A REMOTE POWER SOURCE | DISPOSITIF DE SIGNALISATION DE VEHICULE AYANT UNE SOURCE D'ENERGIE A DISTANCE | NaN | PLUMMER, LEW, FARMER, DANIEL J., SCHERZINGER, TED | NaN | 2008-01-30 | SMART & BIGGAR | English | PACCAR INC | CLAIMS\n1. A signaling device for use with a\nvehicle\nhaving a\nvehicle\nelectrical\nsystem, the signaling device comprising:\n(a) a light source adapted to be coupled to the\nvehicle\n; and\n(b) a power source adapted to be disposed in-line the\nvehicle\nelectrical\nsystem and in communication with the light source, the power source,\nincluding:\n(i) a housing;\n(ii) a plurality of\nbatteries\ndisposed within the housing; and\n(iii) a printed circuit board in communication with the plurality\nof\nbatteries\n, the printed circuit board adapted to at least charge the\nplurality of\nbatteries\nwhen the\nvehicle\nelectrical\nsystem is in an on state.\n2. The signaling device of Claim 1, wherein the light source is adapted to be\nembedded in a\nvehicle\nlighting assembly.\n3. The signaling device of Claim 2, wherein the\nvehicle\nlighting assembly is\na\nvehicle\nheadlamp assembly.\n4. The signaling device of Claim 2, wherein the\nvehicle\nlighting assembly is\na trailer lamp assembly.\n5. The signaling device of Claim 1, wherein the light source is adapted to be\nplaced into\nelectrical\ncommunication with the\nvehicle\nelectrical\nsystem such\nthat the light\nsource is powered by either the\nvehicle\nelectrical\nsystem or the energy\nsource.\n6. The signaling device of Claim 1, wherein the light source is disposed\nwithin a housing.\n7. The signaling device of Claim 6, wherein the housing is permanently\nmateable to the exterior of the\nvehicle\n.\n-10-\n8. The signaling device of Claim 6, wherein the housing is detachably\nmateable to the exterior of the\nvehicle\n.\n9. The signaling device of Claim 1, wherein the light source is a light-\nemitting diode.\n10. The signaling device of Claim 1, wherein the power source powering the\nlight source when the\nvehicle\nelectrical\nsystem is in an off state.\n-11- | 60/887,320 | United States of America | 2007-01-30 | La présente invention concerne un dispositif de signalisation destiné à une utilisation avec un véhicule ayant un système électrique de véhicule. Le dispositif de signalisation comprend une source lumineuse adaptée pour être couplée au véhicule et une source d'énergie. La source d'énergie est adaptée pour être disposée en ligne du système électrique de véhicule et en communication avec la source lumineuse. La source d'énergie comprend un boîtier, une pluralité de batteries disposée à l'intérieur du boîtier, et une carte de circuit imprimé en communication avec la pluralité de batteries. La carte de circuit imprimé est adaptée pour au moins charger la pluralité de batteries lorsque le système électrique de véhicule se trouve dans un état d'activation. | True |
| 103 | Patent 2242337 Summary - Canadian Patents Database | CA 2242337 | NaN | BATTERYASSEMBLY | ENSEMBLE BATTERIE D'ACCUMULATEURS | NaN | GRUNDEVIK, DOUGLAS | NaN | 1996-12-05 | SMART & BIGGAR IP AGENCY CO. | English | RESERVATET I HOVAS HB | CLAIMS\n1. A device for mounting and connecting a\nbattery\nassembly (1) in an\nelectrically\npowered\nvehicle\n, wherein\nthe\nbattery\nassembly (1) is in the shape of a unit,\npreferably an essentially rectangular box having an\nelectrical\nterminal (3) on one side, c h a r a c t e r i s e d\nin that the\nelectrically\npowered\nvehicle\ncomprises\na\nbattery\n-assembly receiving compartment which is\nopen to one side, said compartment being adapted both for\ninsertion therein of the\nbattery\nassembly in such a\nmanner that after the insertion, the\nbattery\nassembly\nside that is provided with the\nelectrical\nterminal (3) is\nturned towards the opening, and for support of the\nbattery\n-assembly (1) at least vertically, and in that at\nthe opening of the\nbattery\n-assembly receiving compartment\nthe\nelectrically\npowered\nvehicle\nis formed with a movable\nsecuring and connection means (8) which may be shifted\nbetween two positions, a first open position, in which\nthe means (8) allows the\nbattery\nassembly (1) to be\ninserted through the opening, and a second, closed\nposition, in which the means (8) simultaneously both\nsecures the\nbattery\nassembly (1) in position at least\nhorizontally and connects the\nbattery\n-assembly terminal\n(3) to the\nelectrical\nsystem of the\nelectrically\npowered\nvehicle\n.\n2. A device as claimed in claim 1, c h a r a c t e r i s e d\nin that the\nbattery\nassembly (1) has at\nleast two parallel sides having carrier members (4)\nthereon, and in that the\nbattery\n-receiving compartment of\nthe\nelectrically\npowered\nvehicle\nis formed on its sides\nwith corresponding supports (7) arranged in such a manner\nthat the\nbattery\nassembly (1), when received in said\nbattery\n-receiving compartment, is supported by the\ncarrier members (4), the latter resting on the supports\n(7).\n3. A device as claimed in any one of the preceding\nclaims, c h a r a c t e r i s e d in that the\nbattery\n-receiving\ncompartment is at least partly open in the\ndownwards direction to allow introduction and removal of\nthe\nbattery\nassembly (1) into and out of the\nbattery\n-receiving\ncompartment with the aid of a vertically\nmovable trolley (17).\n4. A device as claimed in any one of the preceding\nclaims, c h a r a c t e r i s e d in that the movable\nsecuring and connection means (8) consists of a pivotable\nbar, one end of which is pivotally mounted at one side of\nthe\nbattery\n-receiving compartment opening and the\nopposite end of which is arranged to be secured to the\nopposite side of said opening.\n5. A device as claimed in any one of the preceding\nclaims, c h a r a c t e r i s e d in that the movable\nsecuring and connection means (8) has least two retaining\nparts (12, 13) adapted to abut against the\nbattery\nassembly when the movable securing and connection means\n(8) has been moved to its closed position, whereby in\nthis position the\nbattery\nassembly (1) is held fast\nhorizontally, at least one of these retaining parts (12,\n13) comprising second connection means (13) for simultaneously\neffecting\nelectric\nconnection to the terminal\n(3) of the\nbattery\nassembly.\n6. A device as claimed in any one of the preceding\nclaims, c h a r a c t e r i s e d in that a displaceable\nlocking member locks the movable securing and connections\nmeans (8) in the closed position thereof.\n7. A device as claimed in claim 6, c h a r a c t e r i s e d\nin that the displaceable locking member\ncomprises a locking pin intended to be inserted in locking\napertures (10, 11) formed in the movable securing and\nconnection means and at the opening of the\nbattery\n-receiving\ncompartment, respectively.\n8. A device as claimed in any one of the preceding\nclaims, c h a r a c t e r i s e d in that the\nbattery\n-receiving\ncompartment is configured to present its\nopening towards the rear face of the\nelectrically\npowered\nvehicle\n.\n9. A device as claimed in any one of the preceding\nclaims, c h a r a c t e r i s e d in that on the side on\nwhich the\nelectrical\nterminal (3) is provided the\nbattery\nassembly (1) has second retaining parts (18) with which\nthe movable securing and connection means (8) engage in\nits closed position, thus forcing the carrying members\n(4) of the\nbattery\nassembly against the supports (7) to\nsecure the\nbattery\nassembly (1) in a vertical direction. | 9600411-4 | Sweden | 1996-02-02 | La présente invention concerne un dispositif permettant de monter et de connecter en une seule opération un ensemble batterie d'accumulateurs. La principale caractéristique du dispositif est que l'ensemble batterie d'accumulateurs (1) se présente sous forme monobloc, de préférence un parallélépipède rectangle présentant sur un côté une borne électrique (3). Les principales caractéristiques du dispositif sont que le véhicule à moteur électrique est pourvu d'un compartiment à ensemble batterie s'ouvrant d'un côté; que ce compartiment est conçu, d'une part pour y introduire l'ensemble batterie d'accumulateurs de façon que le côté équipé de la borne électrique (3) soit orienté vers l'ouverture, et d'autre part pour soutenir l'ensemble batterie d'accumulateurs (1) au moins verticalement; qu'à l'ouverture du compartiment à ensemble batterie, le véhicule à moteur électrique présente un organe de fixation et de connexion (8) mobile entre une première position et une seconde position. Dans la première position, l'organe (8) permet l'introduction de l'ensemble batterie d'accumulateurs (1) par l'ouverture. Dans la seconde position, qui est la position fermée, l'organe (8) assure simultanément le verrouillage de l'ensemble batterie d'accumulateur (1) au moins horizontalement, et la connexion du connecteur de l'ensemble batterie d'accumulateurs au système électrique du véhicule à moteur électrique. | True |
| 104 | Patent 2861409 Summary - Canadian Patents Database | CA 2861409 | NaN | ELECTRICVEHICLERUNNING CONTROL SYSTEM | SYSTEME DE COMMANDE DE DEPLACEMENT DE VEHICULE ELECTRIQUE | NaN | HAN, YAOCHUAN, FENG, WEI, YANG, QINYAO, LI, XIANYIN | 2019-07-02 | 2013-01-18 | GOWLING WLG (CANADA) LLP | English | BYD SEMICONDUCTOR COMPANY LIMITED | Claims\n1. An\nelectric\nvehicle\nrunning control system, comprising:\na heating circuit having a first terminal and a second terminal;\na load capacitor having a first terminal and a second terminal;\na switchgear having a first terminal and a second terminal, the first terminal\nof the switchgear\nbeing connected with the first terminal of the heating circuit, the second\nterminal of the switchgear\nbeing connected with the first terminal of the load capacitor; and\na switch control module connected with the switchgear for controlling the\nswitchgear to\nswitch off when the heating circuit is connected with an in-\nvehicle\nbattery\nto\nform a heating loop\nfor heating the in-\nvehicle\nbattery\nwherein the\nelectric\nvehicle\nrunning control system is configured such that,\nwhen the heating\ncircuit is disconnected from the in-\nvehicle\nbattery\n, the switch control module\ncontrols the\nswitchgear to switch on, and the in-\nvehicle\nbattery\ncharges the load\ncapacitor;\nwherein the heating circuit comprises a damping element, a bidirectional\nswitchgear, a first\ncurrent storage element and a first charge storage element, the damping\nelement and the first\ncurrent storage element are connected in series to form a first circuit, the\nbidirectional switchgear\nand the first charge storage element are connected in series to form a second\ncircuit, one terminal\nof the first circuit is connected with a positive electrode of the in-\nvehicle\nbattery\n, the other terminal\nof the first circuit is connected with one terminal of the second circuit and\nwith the first terminal of\nthe switchgear at the first terminal of the heating circuit, and the other\nterminal of the second\ncircuit is connected with the second terminal of the load capacitor and a\nnegative electrode of the\nin-\nvehicle\nbattery\nat the second terminal of the heating circuit, and wherein\nthe bidirectional switchgear comprises a first unidirectional branch for\nrealizing a flowing of\nan energy from the in-\nvehicle\nbattery\nto the heating circuit, and a second\nunidirectional branch for\nrealizing a flowing of an energy from the heating circuit to the in-\nvehicle\nbattery\n;\nthe\nelectric\nvehicle\nrunning control system further comprising a heating\ncircuit control\nmodule configured for controlling the heating circuit to connect with or\ndisconnect from the\nin-\nvehicle\nbattery\nby controlling the bidirectional switchgear to switch on or\noff, and\nthe heating circuit control module is connected with the first unidirectional\nbranch and/or the\nsecond unidirectional branch for controlling the first unidirectional branch\nand/or the second\nunidirectional branch connected to be on or off.\n2. The\nelectric\nvehicle\nrunning control system according to claim 1, wherein\nthe heating\ncircuit control system is integrated together with the switch control module.\n3. The\nelectric\nvehicle\nrunning control system according to any one of claims\n1-2, wherein the\ndamping element is an internal parasitic resistor of the in-\nvehicle\nbattery\n,\nand the first current\nstorage element is an internal parasitic inductor of the in-\nvehicle\nbattery\n.\n4. The\nelectric\nvehicle\nrunning control system according to any one of claims\n1-2, wherein the\ndamping element is a resistor, the first current storage element is an\ninductor, and the first charge\nstorage element is a capacitor.\n5. The\nelectric\nvehicle\nrunning control system according to any one of claims\n1-4, wherein the\nswitchgear is a first bidirectional switch.\n6. The\nelectric\nvehicle\nrunning control system according to any one of claims\n1-4, wherein the\nswitchgear comprises a second bidirectional switch and a third bidirectional\nswitch connected in\nreverse series, and the switch control module is connected with the second\nbidirectional switch and\nthe third bidirectional switch respectively.\n7. The\nelectric\nvehicle\nrunning control system according to any one of claims\n1-6, wherein the\nheating circuit further comprises an energy summing unit for summing an energy\nin the heating\ncircuit and an energy in the in-\nvehicle\nbattery\nafter the bidirectional\nswitchgear is switched off\nfrom a switched-on state, and the energy summing unit comprises a polarity\nreversing unit for\nreversing a voltage polarity of the first charge storage element after the\nbidirectional switchgear is\nswitched off from the switched-on state.\n8. The\nelectric\nvehicle\nrunning control system according to any one of claims\n1-6, wherein the\nheating circuit further comprises an energy transferring unit for transferring\nan energy in the\nheating circuit to an energy storage element after the bidirectional\nswitchgear is switched off from\na switched-on state, and the energy transferring unit comprises an\nelectric\npower recharging unit\nfor transferring the energy in the heating circuit to the energy storage\nelement after the\nbidirectional switchgear is switched off from the switched-on state.\n9. The\nelectric\nvehicle\nrunning control system according to any one of claims\n1-6, wherein the\nheating circuit further comprises an energy summing and transferring unit for\ntransferring a part of\nan energy in the heating circuit to an energy storage element after the\nbidirectional switchgear is\nswitched off from a switched-on state, and then summing a remaining energy in\nthe heating circuit\nand an energy in the in-\nvehicle\nbattery\n.\n31\n10. The\nelectric\nvehicle\nrunning control system according to claim 9, wherein\nthe energy summing and transferring unit comprises an energy summing unit and\nan energy\ntransferring unit,\nthe energy transferring unit is configured for transferring the part of the\nenergy in the heating\ncircuit to the energy storage element after the bidirectional switchgear is\nswitched off from the\nswitched-on state,\nthe energy summing unit is configured for summing the remaining energy in the\nheating\ncircuit and the energy in the in-\nvehicle\nbattery\nafter the part of the energy\nis transferred by the\nenergy transferring unit,\nthe energy transferring unit comprises an\nelectric\npower recharging unit for\ntransferring the\npart of the energy in the heating circuit to the energy storage element after\nthe bidirectional\nswitchgear is switched off from the switched-on state, and\nthe energy summing unit comprises a polarity reversing unit for reversing a\nvoltage polarity\nof the first charge storage element after the part of the energy is\ntransferred by the\nelectric\npower\nrecharging unit.\n11. The\nelectric\nvehicle\nrunning control system according to claim 10, wherein\nthe polarity reversing unit comprises:\na first single-pole double-throw switch located at both ends of the first\ncharge storage element\nand a second single-pole double-throw switch located at both ends of the first\ncharge storage\nelement,\na lead-in wire of the first single-pole double-throw switch is connected in\nthe heating circuit,\na first lead-out wire of the first single-pole double-throw switch is\nconnected with a first pole plate\nof the first charge storage element, a second lead-out wire of the first\nsingle-pole double-throw\nswitch is connected with a second pole plate of the first charge storage\nelement,\na lead-in wire of the second single-pole double-throw switch is connected in\nthe heating\ncircuit, a first lead-out wire of the second single-pole double-throw switch\nis connected with the\nsecond pole plate of the first charge storage element, a second lead-out wire\nof the second\nsingle-pole double-throw switch is connected with the first pole plate of the\nfirst charge storage\nelement, and\nthe heating circuit control module is connected with the first single-pole\ndouble-throw switch\nand the second single-pole double-throw switch respectively, for reversing the\nvoltage polarity of\n32\nthe first charge storage element by changing respective connection relations\nbetween the lead-in\nwire and the lead-out wires of the first single-pole double-throw switch and\nthe second single-pole\ndouble-throw switch.\n12. The\nelectric\nvehicle\nrunning control system according to claim 11, wherein\nthe polarity\nreversing unit comprises:\na second current storage element;\na first switch, in which the first switch, the first charge storage element\nand the second current\nstorage element are connected in series sequentially to form a loop, and the\nheating circuit control\nmodule is connected with the first switch, for reversing the voltage polarity\nof the first charge\nstorage element by controlling the first switch to switch on; and\na first unidirectional semiconductor element, in which the first\nunidirectional semiconductor\nelement is connected in series between the first charge storage element and\nthe second current\nstorage element or between the second current storage element and the first\nswitch.\n13. The\nelectric\nvehicle\nrunning control system according to claim 12, wherein\nthe polarity\nreversing unit comprises:\na second charge storage element; and\na first DC-DC module, in which the heating circuit control module is connected\nwith the first\nDC-DC module for transferring an energy in the first charge storage element to\nthe second charge\nstorage element, and then reversely transferring an energy in the second\ncharge storage element\nback to the first charge storage element, by controlling the first DC-DC\nmodule, so as to reverse\nthe voltage polarity of the first charge storage element.\n14. The\nelectric\nvehicle\nrunning control system according to claim 13, wherein\nthe\nelectric\npower recharging unit comprises a second DC-DC module, and the heating circuit\ncontrol module\nis connected with the second DC-DC module for transferring an energy in the\nfirst charge storage\nelement to the in-\nvehicle\nbattery\n, by controlling the second DC-DC module.\n15. The\nelectric\nvehicle\nrunning control system according to claim 14, wherein\nthe energy\nsumming and transferring unit comprises a third DC-DC module, and the heating\ncircuit control\nmodule is connected with the third DC-DC module for transferring a part of an\nenergy in the first\ncharge storage element to the energy storage element, and then summing a\nremaining energy in the\nfirst charge storage element and the energy in the in-\nvehicle\nbattery\n, by\ncontrolling the third\nDC-DC module.\n33\n16. The\nelectric\nvehicle\nrunning control system according to claim 15, further\ncomprising:\nan energy limiting circuit for limiting a current flowing from the heating\ncircuit to the\nin-\nvehicle\nbattery\n.\n17. The\nelectric\nvehicle\nrunning control system according to claim 16, wherein\nthe bidirectional switchgear comprises the first unidirectional branch for\nrealizing a flowing\nof an energy from the in-\nvehicle\nbattery\nto the heating circuit, and the\nsecond unidirectional branch\nfor realizing a flowing of an energy from the heating circuit to the in-\nvehicle\nbattery\n, and\nthe heating circuit control module is connected with the first unidirectional\nbranch and/or the\nsecond unidirectional branch for controlling the first unidirectional branch\nand/or the second\nunidirectional branch connected to be on or off.\n18. The\nelectric\nvehicle\nrunning control system according to claim 17, wherein\nthe energy\nlimiting circuit comprises a third current storage element connected in series\nin the second\nunidirectional branch.\n19. The\nelectric\nvehicle\nrunning control system according claim 18, wherein\nthe bidirectional switchgear comprises a second switch, a second\nunidirectional\nsemiconductor element and a third unidirectional semiconductor element,\nthe second switch and the second unidirectional semiconductor element are\nconnected in\nseries to form the first unidirectional branch, the third unidirectional\nsemiconductor element forms\nthe second unidirectional branch,\nthe heating circuit control module is connected with the second switch for\ncontrolling the first\nunidirectional branch to be on or off by controlling the second switch to\nswitch on or off, and\nthe third current storage element is connected with the third unidirectional\nsemiconductor\nelement in series.\n20. The\nelectric\nvehicle\nrunning control system according to claim 19, wherein\nthe bidirectional switchgear further comprises a third switch in the second\nunidirectional\nbranch,\nthe third switch is connected with the third unidirectional semiconductor\nelement in series,\nthe heating circuit control module is connected with the third switch for\ncontrolling the\nsecond unidirectional branch to be on or off by controlling the third switch\nto switch on or off, and\nthe third current storage element is connected in series between the third\nunidirectional\nsemiconductor element and the third switch.\n34\n21. The\nelectric\nvehicle\nrunning control system according to claim 20, wherein\nthe heating circuit further comprises a fourth unidirectional semiconductor\nelement, a fifth\nunidirectional semiconductor element, a fourth switch, and a fifth switch,\na cathode of the fifth unidirectional semiconductor element is connected\nbetween the third\nswitch and the third current storage element, an anode of the fifth\nunidirectional semiconductor\nelement is connected to one end of the fifth switch, and the other end of the\nfifth switch is\nconnected to a negative electrode of the in-\nvehicle\nbattery\n;\nan anode of the fourth unidirectional semiconductor element is connected\nbetween the third\nunidirectional semiconductor element and the third current storage element, a\ncathode of the fourth\nunidirectional semiconductor element is connected to one end of the fourth\nswitch, and the other\nend of the fourth switch is connected to the negative electrode of the in-\nvehicle\nbattery\n; and\nthe heating circuit control module is connected with the fourth switch and the\nfifth switch\nrespectively for controlling the fourth switch and the fifth switch to switch\non or off.\n22. The\nelectric\nvehicle\nrunning control system according to claim 21, wherein\nthe heating\ncircuit control module is configured for:\ncontrolling the second switch and the third switch to switch on to enable an\nenergy to flow\nfrom the in-\nvehicle\nbattery\nto the first charge storage element and to flow\nfrom the first charge\nstorage element to the in-\nvehicle\nbattery\n;\nswitching off the third switch and switching on the fifth switch when a\nvoltage applied to the\nfirst charge storage element is greater than a first predetermined voltage of\nthe in-\nvehicle\nbattery\n;\nand\nswitching off the fifth switch and switching on the third switch and the\nfourth switch when a\ncurrent flowing through the third current storage element is zero, to enable\nthe voltage polarity of\nthe first charge storage element to reverse.\n23. The\nelectric\nvehicle\nrunning control system according to claim 21, wherein\nthe heating\ncircuit control module is configured for:\ncontrolling the second switch and the third switch to switch on to enable an\nenergy to flow\nfrom the in-\nvehicle\nbattery\nto the first charge storage element and to flow\nfrom the first charge\nstorage element to the in-\nvehicle\nbattery\n;\nswitching off the third switch and switching on the fifth switch when a\nvoltage applied to the\nfirst charge storage element is less than or equal to a second predetermined\nvoltage of the\nin-\nvehicle\nbattery\n;\nswitching off the fifth switch and switching on the third switch and the\nfourth switch when a\ncurrent flowing through the third current storage element reaches a second\npredetermined current;\nswitching off the fourth switch when the current flowing through the third\ncurrent storage\nelement reaches a first predetermined current, to enable an energy in the\nthird current storage\nelement to flow to the in-\nvehicle\nbattery\n; and\nswitching on the third switch and the fourth switch when the current flowing\nthrough the third\ncurrent storage element is zero, to enable the voltage polarity of the first\ncharge storage element to\nreverse.\n24. An\nelectric\nvehicle\nrunning control system, comprising:\na heating circuit;\na load capacitor;\na switchgear connected with the heating circuit and the load capacitor\nrespectively; and\na switch control module connected with the switchgear for controlling the\nswitchgear to\nswitch off when the heating circuit is connected with an in-\nvehicle\nbattery\nto\nform a heating loop\nfor heating the in-\nvehicle\nbattery\n;\nwherein the heating circuit comprises a damping element, a bidirectional\nswitchgear, a first\ncurrent storage element and a first charge storage element, the damping\nelement and the first\ncurrent storage element are connected in series to form a first part, the\nbidirectional switchgear and\nthe first charge storage element are connected in series to form a second\npart, one end of the first\npart is connected with a positive electrode of the in-\nvehicle\nbattery\n, another\nend of the first part is\nconnected with one end of the second part and one end of the switchgear\nrespectively, and another\nend of the second part is connected with the load capacitor and a negative\nelectrode of the\nin-\nvehicle\nbattery\n; and\nwherein the bidirectional switchgear comprises a first unidirectional branch\nfor realizing a\nflowing of an energy from the in-\nvehicle\nbattery\nto the heating circuit, and a\nsecond unidirectional\nbranch for realizing a flowing of an energy from the heating circuit to the in-\nvehicle\nbattery\n;\nthe\nelectric\nvehicle\nrunning control system further comprising a heating\ncircuit control\nmodule configured for controlling the heating circuit to connect with or\ndisconnect from the\nin-\nvehicle\nbattery\nby controlling the bidirectional switchgear to switch on or\noff, and the heating\ncircuit control module is connected with the first unidirectional branch\nand/or the second\n36\nunidirectional branch for controlling the first unidirectional branch and/or\nthe second\nunidirectional branch connected to be on or off.\n25. The\nelectric\nvehicle\nrunning control system according to claim 24, wherein\nwhen the\nheating circuit is disconnected from the in-\nvehicle\nbattery\n, the switch\ncontrol module controls the\nswitchgear to switch on and the in-\nvehicle\nbattery\ncharges the load capacitor\n26. The\nelectric\nvehicle\nrunning control system according to claim 24, further\ncomprising:\na heating circuit control module configured for controlling the heating\ncircuit to connect with\nor disconnect from the in-\nvehicle\nbattery\nby controlling the bidirectional\nswitchgear to switch on\nor off.\n27. The\nelectric\nvehicle\nrunning control system according to claim 26, wherein\nthe heating\ncircuit control module is integrated together with the switch control module.\n28. The\nelectric\nvehicle\nrunning control system according to any one of claims\n24-27,\nwherein the damping element is an internal parasitic resistor of the in-\nvehicle\nbattery\n, and the first\ncurrent storage element is an internal parasitic inductor of the in-\nvehicle\nbattery\n.\n29. The\nelectric\nvehicle\nrunning control system according to any one of claims\n24-27,\nwherein the damping element is a resistor, the first current storage element\nis an inductor, and the\nfirst charge storage element is a capacitor.\n30. The\nelectric\nvehicle\nrunning control system according to any one of claims\n24-29,\nwherein the switchgear is a first bidirectional switch.\n31. The\nelectric\nvehicle\nrunning control system according to claim 30, wherein\nthe switchgear\ncomprises a second bidirectional switch and a third bidirectional switch\nconnected in reverse series,\nand the switch control module is connected with the second bidirectional\nswitch and the third\nbidirectional switch respectively.\n32. The\nelectric\nvehicle\nrunning control system according to any one of claims\n24-31,\nwherein the heating circuit further comprises an energy summing unit for\nsumming an energy in\nthe heating circuit and an energy in the in-\nvehicle\nbattery\nafter the\nbidirectional switchgear is\nswitched off from a switched-on state, and the energy summing unit comprises a\npolarity reversing\nunit for reversing a voltage polarity of the first charge storage element\nafter the bidirectional\nswitchgear is switched off from the switched-on state.\n37\n33. The\nelectric\nvehicle\nrunning control system according to any one of claims\n24-32,\nwherein the heating circuit further comprises an energy transferring unit for\ntransferring an energy\nin the heating circuit to an energy storage element after the bidirectional\nswitchgear is switched off\nfrom a switched-on state, and the energy transferring unit comprises an\nelectric\npower recharging\nunit for transferring the energy in the heating circuit to the energy storage\nelement after the\nbidirectional switchgear is switched off from the switched-on state.\n34. The\nelectric\nvehicle\nrunning control system according to any one of claims\n24-31,\nwherein the heating circuit further comprises an energy summing and\ntransferring unit for\ntransferring a part of an energy in the heating circuit to an energy storage\nelement after the\nbidirectional switchgear is switched off from a switched-on state, and then\nsumming a remaining\nenergy in the heating circuit and an energy in the in-\nvehicle\nbattery\n.\n35. The\nelectric\nvehicle\nrunning control system according to claim 34, wherein\nthe energy\nsumming and transferring unit comprises an energy summing unit and an energy\ntransferring unit,\nthe energy transferring unit is configured for transferring the part of the\nenergy in the heating\ncircuit to the energy storage element after the bidirectional switchgear is\nswitched off from the\nswitched-on state,\nthe energy summing unit is configured for summing the remaining energy in the\nheating\ncircuit and the energy in the in-\nvehicle\nbattery\nafter the part of the energy\nis transferred by the\nenergy transferring unit,\nthe energy transferring unit comprises an\nelectric\npower recharging unit for\ntransferring the\npart of the energy in the heating circuit to the energy storage element after\nthe bidirectional\nswitchgear is switched off from the switched-on state, and\nthe energy summing unit comprises a polarity reversing unit for reversing the\nvoltage polarity\nof the first charge storage element after the part of the energy is\ntransferred by the\nelectric\npower\nrecharging unit.\n36. The\nelectric\nvehicle\nrunning control system according to claim 35, wherein\nthe polarity\nreversing unit comprises:\na first single-pole double-throw switch located at both ends of the first\ncharge storage element\nand a second single-pole double-throw switch located at both ends of the first\ncharge storage\nelement,\na lead-in wire of the first single-pole double-throw switch is connected in\nthe heating circuit,\n38\na first lead-out wire of the first single-pole double-throw switch is\nconnected with a first pole\nplate of the first charge storage element,\na second lead-out wire of the first single-pole double-throw switch is\nconnected with a second\npole plate of the first charge storage element,\na lead-in wire of the second single-pole double-throw switch is connected in\nthe heating\ncircuit, a first lead-out wire of the second single-pole double-throw switch\nis connected with the\nsecond pole plate of the first charge storage element,\na second lead-out wire of the second single-pole double-throw switch is\nconnected with the\nfirst pole plate of the first charge storage element,\nthe\nelectric\nvehicle\nrunning control system further comprising a heating\ncircuit control\nmodule configured for controlling the heating circuit to connect with or\ndisconnect from the\nin-\nvehicle\nbattery\nby controlling the bidirectional switchgear to switch on or\noff, and the heating\ncircuit control module is connected with the first single-pole double-throw\nswitch and the second\nsingle-pole double-throw switch, respectively, for reversing the voltage\npolarity of the first charge\nstorage element by changing respective connection relations between the lead-\nin wire and the\nlead-out wires of the first single-pole double-throw switch and the second\nsingle-pole\ndouble-throw switch.\n37. The\nelectric\nvehicle\nrunning control system according to claim 36, wherein\nthe polarity\nreversing unit comprises:\na second current storage element;\na first switch, in which the first switch, the first charge storage element\nand the second current\nstorage element are connected in series sequentially to form a loop, and the\nheating circuit control\nmodule is connected with the first switch, for reversing the voltage polarity\nof the first charge\nstorage element by controlling the first switch to switch on; and\na first unidirectional semiconductor element, in which the first\nunidirectional semiconductor\nelement is connected in series between the first charge storage element and\nthe second current\nstorage element or between the second current storage element and the first\nswitch.\n38. The\nelectric\nvehicle\nrunning control system according to claim 37, wherein\nthe polarity\nreversing unit comprises:\na second charge storage element; and\na first DC-DC module, in which the heating circuit control module is connected\nwith the first\n39\nDC-DC module for transferring an energy in the first charge storage element to\nthe second charge\nstorage element, and then reversely transferring an energy in the second\ncharge storage element\nback to the first charge storage element, by controlling the first DC-DC\nmodule, so as to reverse\nthe voltage polarity of the first charge storage element.\n39. The\nelectric\nvehicle\nrunning control system according to claim 38,\nwherein the\nelectric\npower recharging unit comprises a second DC-DC module,\nand the\nheating circuit control module is connected with the second DC-DC module for\ntransferring an\nenergy in the first charge storage element to the in-\nvehicle\nbattery\n, by\ncontrolling the second\nDC-DC module.\n40. The\nelectric\nvehicle\nrunning control system according to claim 39, wherein\nthe energy\nsumming and transferring unit comprises a third DC-DC module, and the heating\ncircuit control\nmodule is connected with the third DC-DC module for transferring a part of an\nenergy in the first\ncharge storage element to the energy storage element, and then summing a\nremaining energy in the\nfirst charge storage element and the energy in the in-\nvehicle\nbattery\n, by\ncontrolling the third\nDC-DC module.\n41. The\nelectric\nvehicle\nrunning control system according to claim 40, further\ncomprising:\nan energy limiting circuit for limiting a current flowing from the heating\ncircuit to the\nin-\nvehicle\nbattery\n42. The\nelectric\nvehicle\nrunning control system according to claim 41,\nwherein the energy limiting circuit comprises a third current storage element\nconnected in\nseries in the second unidirectional branch.\n43. The\nelectric\nvehicle\nrunning control system according to claim 42, wherein\nthe\nbidirectional switchgear comprises:\na second switch,\na second unidirectional semiconductor element and\na third unidirectional semiconductor element,\nwherein the second switch and the second unidirectional semiconductor element\nare\nconnected in series to form the first unidirectional branch, the third\nunidirectional semiconductor\nelement forms the second unidirectional branch, the heating circuit control\nmodule is connected\nwith the second switch for controlling the first unidirectional branch to be\non or off by controlling\nthe second switch to switch on or off, and the third current storage element\nis connected with the\nthird unidirectional semiconductor element in series.\n44. The\nelectric\nvehicle\nrunning control system according to claim 43, wherein\nthe\nbidirectional switchgear further comprises:\na third switch in the second unidirectional branch,\nwherein the third switch is connected with the third unidirectional\nsemiconductor element in\nseries, the heating circuit control module is connected with the third switch\nfor controlling the\nsecond unidirectional branch to be on or off by controlling the third switch\nto switch on or off, and\nthe third current storage element is connected in series between the third\nunidirectional\nsemiconductor element and the third switch.\n45. The\nelectric\nvehicle\nrunning control system according to claim 44, wherein\nthe heating\ncircuit further comprises:\na fourth unidirectional semiconductor element,\na fifth unidirectional semiconductor element,\na fourth switch, and\na fifth switch,\nwherein a cathode of the fifth unidirectional semiconductor element is\nconnected between the\nthird switch and the third current storage element, an anode of the fifth\nunidirectional\nsemiconductor element is connected to one end of the fifth switch, and another\nend of the fifth\nswitch is connected to a negative electrode of the in-\nvehicle\nbattery\n;\nan anode of the fourth unidirectional semiconductor element is connected\nbetween the third\nunidirectional semiconductor element and the third current storage element, a\ncathode of the fourth\nunidirectional semiconductor element is connected to one end of the fourth\nswitch, and another\nend of the fourth switch is connected to the negative electrode of the in-\nvehicle\nbattery\n; and\nthe heating circuit control module is connected with the fourth switch and the\nfifth switch\nrespectively for controlling the fourth switch and the fifth switch to switch\non or off.\n46. The\nelectric\nvehicle\nrunning control system according to claim 45, wherein\nthe heating\ncircuit control module is configured for:\ncontrolling the second switch and the third switch to switch on to enable an\nenergy to flow\nfrom the in-\nvehicle\nbattery\nto the first charge storage element and to flow\nfrom the first charge\nstorage element to the in-\nvehicle\nbattery\n;\nswitching off the third switch and switching on the fifth switch when a\nvoltage applied to the\n41\nfirst charge storage element is greater than a first predetermined voltage of\nthe in-\nvehicle\nbattery\n;\nand\nswitching off the fifth switch and switching on the third switch and the\nfourth switch when a\ncurrent flowing through the third current storage element is zero, to enable\nthe voltage polarity of\nthe first charge storage element to reverse.\n47. The\nelectric\nvehicle\nrunning control system according to claim 45, wherein\nthe heating\ncircuit control module is configured for:\ncontrolling the second switch and the third switch to switch on to enable an\nenergy to flow\nfrom the in-\nvehicle\nbattery\nto the first charge storage element and to flow\nfrom the first charge\nstorage element to the in-\nvehicle\nbattery\n;\nswitching off the third switch and switching on the fifth switch when a\nvoltage applied to the\nfirst charge storage element is less than or equal to a second predetermined\nvoltage of the\nin-\nvehicle\nbattery\n;\nswitching off the fifth switch and switching on the third switch and the\nfourth switch when a\ncurrent flowing through the third current storage element reaches a second\npredetermined current;\nswitching off the fourth switch when the current flowing through the third\ncurrent storage\nelement reaches a first predetermined current, to enable an energy in the\nthird current storage\nelement to flow to the in-\nvehicle\nbattery\n; and\nswitching on the third switch and the fourth switch when the current flowing\nthrough the third\ncurrent storage element is zero, to enable the voltage polarity of the first\ncharge storage element to\nreverse.\n48. An\nelectric\nvehicle\nrunning control system, comprising:\na heating circuit;\na load capacitor;\na switchgear connected with the heating circuit and the load capacitor\nrespectively; and\na switch control module connected with the switchgear for controlling the\nswitchgear to\nswitch off when the heating circuit is connected with an in-\nvehicle\nbattery\nto\nform a heating loop\nfor heating the in-\nvehicle\nbattery\n,\nwherein the heating circuit comprises a damping element, a bidirectional\nswitchgear, a first\ncurrent storage element and a first charge storage element, the damping\nelement and the first\ncurrent storage element are connected in series to form a first part, the\nbidirectional switchgear and\n42\nthe first charge storage element are connected in series to form a second\npart, one end of the first\npart is connected with a positive electrode of the in-\nvehicle\nbattery\n, another\nend of the first part is\nconnected with one end of the second part and one end of the switchgear\nrespectively, and another\nend of the second part is connected with the load capacitor and a negative\nelectrode of the\nin-\nvehicle\nbattery\n; and\nwherein the heating circuit further comprises an energy summing unit for\nsumming an energy\nin the heating circuit and an energy in the in-\nvehicle\nbattery\nafter the\nbidirectional switchgear is\nswitched off from a switched-on state, and the energy summing unit comprises a\npolarity reversing\nunit for reversing a voltage polarity of the first charge storage element\nafter the bidirectional\nswitchgear is switched off from the switched-on state.\n49. An\nelectric\nvehicle\nrunning control system, comprising: a heating circuit;\na load capacitor;\na switchgear connected with the heating circuit and the load capacitor\nrespectively; and\na switch control module connected with the switchgear for controlling the\nswitchgear to\nswitch off when the | 201210015412.3 | China | 2012-01-18 | L'invention concerne un système de commande de déplacement de véhicule électrique. Le système de commande de déplacement de véhicule électrique comprend : un circuit de chauffage (11) ; un condensateur de charge (C12) ; un dispositif de commutation (20) connecté au circuit de chauffage (11) et au condensateur de charge (C12), respectivement ; et un module de commande de commutation (200) connecté au dispositif de commutation (20) pour commander le dispositif de commutation (20) afin de l'éteindre lorsque le circuit de chauffage (11) est connecté à une batterie embarquée (5) pour former une boucle de chauffage afin de chauffer la batterie embarquée (5). | True |
| 105 | Patent 2556195 Summary - Canadian Patents Database | CA 2556195 | NaN | HYBRIDVEHICLES | VEHICULES HYBRIDES | NaN | SEVERINSKY, ALEX J., LOUCKES, THEODORE | 2010-11-16 | 1999-09-10 | CASSAN MACLEAN IP AGENCY INC. | English | PAICE LLC | WHAT IS CLAIMED IS:\n1. A method for controlling a hybrid\nvehicle\n, comprising:\ndetermining instantaneous road load (RL) required to\npropel the hybrid\nvehicle\nresponsive to an operator command;\noperating at least one\nelectric\nmotor to propel the\nhybrid\nvehicle\nwhen the RL required to do so is less than a\nsetpoint (SP) ;\noperating an internal combustion engine of the hybrid\nvehicle\nto propel the hybrid\nvehicle\nwhen the RL required to\ndo so is between the SP and a maximum torque output (MTO) of\nthe engine, wherein the engine is operable to efficiently\nproduce torque above the SP, and wherein the SP is\nsubstantially less than the MTO; and\noperating both the at least one\nelectric\nmotor and the\nengine to propel the hybrid\nvehicle\nwhen the torque RL\nrequired to do so is more than the MTO; and\nregeneratively charging a\nbattery\nof the hybrid\nvehicle\nwhen instantaneous torque output of the engine > the RL, when\nthe RL is negative, and when braking is initiated by an\noperator of the hybrid\nvehicle\n.\n2. The method of claim 1,\nwherein said operating the at least one\nelectric\nmotor\ncomprises supplying energy from a\nbattery\n;\nwherein a maximum DC voltage supplied from said\nbattery\nis at least approximately 500 volts.\n3. The method of claim 1,\nwherein said operating the at least one\nelectric\nmotor\ncomprises supplying energy from a\nbattery\n;\nwherein a maximum current supplied from said\nbattery\nis\nless than approximately 75 amperes.\n73\n4. The method of claim 1, wherein the at least one\nelectric\nmotor comprises a first\nelectric\nmotor and a second\nelectric\nmotor, the method further comprising:\noperating a first alternating current-direct current\n(AC-DC) converter having an AC side coupled to the second\nelectric\nmotor, wherein said operating the first AC-DC\nconverter comprises accepting AC or DC and converting the\ncurrent to DC or AC respectively;\noperating a second AC-DC converter coupled to a first\nelectric\nmotor, wherein said operating the second AC-DC\nconverter comprises accepting AC and converting the AC to DC;\nwherein said operating the at least one\nelectric\nmotor\ncomprises supplying power from a\nbattery\n;\nwherein said\nbattery\nis coupled to a DC side of said\nAC-DC converters;\nstoring DC energy received from said AC-DC converters and\nproviding DC energy to at least said first AC-DC converter for\nproviding power to at least said second\nelectric\nmotor; and\nwherein a maximum DC voltage on the DC side of either\nof said AC-DC converters is at least approximately 500 volts.\n5. The method of claim 4, wherein the at least one\nelectric\nmotor comprises a first\nelectric\nmotor and a second\nelectric\nmotor, the method further comprising:\noperating a first alternating current-direct current\n(AC-DC) converter having an AC side coupled to the second\nelectric\nmotor, wherein said operating the first AC-DC\nconverter comprises accepting AC or DC and converting the\ncurrent to DC or AC respectively;\noperating a second AC-DC converter coupled to a first\nelectric\nmotor, wherein said operating the second AC-DC\nconverter comprises accepting AC and converting the AC to DC;\nwherein said operating the at least one\nelectric\nmotor\ncomprises supplying power from a\nbattery\n;\nwherein said\nbattery\nis coupled to a DC side of said\nAC-DC converters;\n74\nstoring DC energy received from said AC-DC converters and\nproviding DC energy to at least said first AC-DC converter for\nproviding power to at least said second\nelectric\nmotor; and\nwherein a maximum DC current on the DC side of either of\nsaid AC-DC converters is less than approximately 75 amperes.\n6. The method of claim 1, further comprising:\nturning off the engine when the torque required to\npropel the\nvehicle\nis less than the SP.\n7. The method of claim 1, further comprising:\nturning off the engine when the torque required to\npropel the\nvehicle\nand/or charge the\nbattery\nis less than the\nSP.\n8. The method of claim 1, further comprising:\nmonitoring a state of charge of a\nbattery\ncomprised in\nthe hybrid\nvehicle\n, wherein the\nbattery\nis operable to:\nstore energy from the at least one\nelectric\nmotor\nand/or the engine; and\ntransmit energy to the at least one\nelectric\nmotor\nto propel the hybrid\nvehicle\n.\n9. The method of claim 1, further comprising:\noperating the engine to charge the\nbattery\nwhen the\nstate of charge of the\nbattery\nindicates the need to do so,\nwherein the engine is operable to provide torque at least\nequal to the SP to propel the hybrid\nvehicle\nand to drive the\nat least one\nelectric\nmotor to charge the\nbattery\n, wherein a\nfirst portion of the torque equal to RL is used to propel the\nhybrid\nvehicle\n, wherein a second portion of the torque in\nexcess of RL is used to drive the at least one\nelectric\nmotor\nto charge the\nbattery\n, and wherein said operating the engine\nto charge the\nbattery\ncomprises if the engine is not already\nrunning, starting the engine.\n10. The method of claim 1, wherein said operating the\ninternal combustion engine of the hybrid\nvehicle\nto propel the\nhybrid\nvehicle\nand said operating both the at least one\nelectric\nmotor and the engine to propel the hybrid\nvehicle\n,\neach comprises:\nif the engine is not already running, starting the\nengine.\n11. The method of claim 1, further comprising:\nreceiving operator input specifying a desired cruising\nspeed;\ncontrolling instantaneous engine torque output and\noperation of the at least one\nelectric\nmotor in accordance\nwith variation in the RL to maintain the speed of the hybrid\nvehicle\naccording to the desired cruising speed.\n12. The method of claim 1, wherein the SP is at least\napproximately 30% of the MTO.\n13. The method of claim 1,\nwherein the hybrid\nvehicle\nis operated in a plurality\nof operating modes corresponding to values for the RL and the\nSP;\nwherein said operating the at least one\nelectric\nmotor\nto drive the hybrid\nvehicle\ncomposes a low-load operation mode\nI;\nwherein said operating the internal combustion engine\nof the hybrid\nvehicle\nto propel the hybrid\nvehicle\ncomprises a\nhigh-way cruising operation mode IV; and\nwherein said operating both the at least one\nelectric\nmotor and the engine to propel the hybrid\nvehicle\ncomprises an\nacceleration operation mode V.\n14. The method of claim 1, wherein the engine can be operated\nwithout transfer of its power to the wheels of the hybrid\nvehicle\nduring operation in mode I.\n76\n15. The method of claim 1, wherein the engine is controllably\ncoupled to one or more wheels of the hybrid\nvehicle\nby a\nclutch.\n16. The method of claim 1, further comprising:\nrotating the engine before starting the engine such that\nits cylinders are heated by compression of air therein.\n17. The method of claim 1, further comprising:\noperating the engine at torque output levels less than\nthe SP under abnormal and transient conditions to satisfy\ndrivability and/or safety considerations.\n18. The method of claim 1, wherein the at least one\nelectric\nmotor is sufficiently powerful to provide\nacceleration of said\nvehicle\nsufficient to conform to the\nFederal urban cycle driving fuel mileage test without use\nof torque from the engine to propel the\nvehicle\n.\n19. A hybrid\nvehicle\n, comprising:\na controller capable of accepting inputs indicative\nof\nvehicle\noperating parameters and providing control\nsignals in response to a control program;\na\nbattery\nbank;\nan internal combustion engine operable to provide\npropulsive torque to road wheels of said\nvehicle\n;\na first AC\nelectric\nstarting motor\nelectrically\ncoupled to said\nbattery\nbank and mechanically coupled to\nsaid internal combustion engine, and responsive to commands\nfrom said controller for (a) accepting\nelectrical\nenergy\nfrom said\nbattery\nbank and (b) providing\nelectrical\nenergy\nto said\nbattery\nbank, such that said first\nelectric\nmotor\ncan be controlled to (1) accept torque from said engine to\ncharge said\nbattery\nbank, and (2) accept energy from said\n77\nbattery\nbank to apply torque to said engine for starting\nsaid engine;\na second AC\nelectric\ntraction motor,\nelectrically\ncoupled to said\nbattery\nbank and mechanically coupled to\nroad wheels of said\nvehicle\n, and responsive to commands\nfrom said controller, for (a) accepting\nelectrical\nenergy\nfrom said\nbattery\nbank and (b) providing\nelectrical\nenergy\nto said\nbattery\nbank such that said second\nelectric\nmotor\ncan be controlled to (1) accept energy from said\nbattery\nbank to apply torque to said road wheels to propel said\nvehicle\n, and (2) accept torque from said road wheels to\ncharge said\nbattery\nbank;\na solid state inverter connected to the second AC\nmotor for converting DC to AC and AC to DC;\nwherein said controller is provided with signals\nresponsive to the instantaneous road load experienced by said\nvehicle\nand to the state of charge of said\nbattery\nbank, and\ncontrols operation of said engine and said first and second\nmotors so that said\nvehicle\nis operated in a plurality of\noperating modes responsive to said signals; and\nwherein energy originating at the\nbattery\nis\nsupplied to the solid state inverter at a DC voltage having\na peak of at least 500 volts.\n20. The\nvehicle\nof claim 19 wherein energy originating at\nthe\nbattery\nis supplied to the solid state inverter at a\nmaximum current of no more than about 75 amperes.\n21. A hybrid\nvehicle\n, comprising:\none or more wheels;\nan internal combustion engine operable to propel\nthe hybrid\nvehicle\nby providing torque to the one or more\nwheels;\na first\nelectric\nmotor coupled to the engine;\na second\nelectric\nmotor operable to propel the\nhybrid\nvehicle\nby providing torque to the one or more wheels;\n78\na\nbattery\ncoupled to the first and second\nelectric\nmotors, operable to:\nprovide current to the first and/or the second\nelectric\nmotors; and\naccept current from the first and second\nelectric\nmotors; and\na controller, operable to control the flow of\nelectrical\nand mechanical power between the engine, the first\nand the second\nelectric\nmotors, and the one or more wheels;\na first alternating current-direct current (AC-\nDC) converter coupled to said first\nelectric\nmotor, at\nleast operable to accept AC and convert the current to DC;\na second AC-DC converter having an AC side coupled to\nsaid second\nelectric\nmotor, operable to accept AC or DC and\nconvert the current to DC or AC respectively;\nwherein said\nbattery\nis coupled to a DC side of\nsaid AC-DC converters, wherein said\nbattery\nis operable to\nstore DC energy received from said AC-DC converters and\nprovide DC energy to at least said second AC-DC converter\nfor providing power to at least said second\nelectric\nmotor;\nwherein the peak DC voltage, measured on the DC\nside of at least said second AC-DC converter, is at least\nabout 500 volts; and\nwherein the controller is operable to operate the\nengine when the power required from the engine to satisfy\nthe road load experienced by the\nvehicle\nand/or to drive\none or more of the first and second motors to charge the\nbattery\nis at least equal to a minimum value at which power\nis efficiently produced by said engine but that is\nsubstantially less than the maximum power output of the\nengine.\n22. A hybrid\nvehicle\n, comprising:\none or more wheels;\n79\nan internal combustion engine operable to propel\nthe hybrid\nvehicle\nby providing torque to the one or more\nwheels;\na first\nelectric\nmotor coupled to the engine;\na second\nelectric\nmotor operable to propel the\nhybrid\nvehicle\nby providing torque to the one or more wheels;\na\nbattery\ncoupled to the first and second\nelectric\nmotors, operable to:\nprovide current to the first and/or\nthe second\nelectric\nmotors; and\naccept current from the first and\nsecond\nelectric\nmotors; and\na controller, operable to control the flow of\nelectrical\nand mechanical power between the engine, the first\nand the second\nelectric\nmotors, and the one or more wheels;\nwherein energy originating at the\nbattery\nis\nsupplied to the second motor at a peak voltage of at least\nabout 500 volts; and\nwherein the controller is operable to operate\nthe engine when the power required from the engine to\nsatisfy the road load experienced by the\nvehicle\nand/or to\ndrive one or more of the first and second motors to charge\nthe\nbattery\nis at least equal to a minimum value at which\npower is efficiently produced by said engine but that is\nsubstantially less than the maximum power output of the\nengine. | 60/100,095 | United States of America | 1998-09-14 | Véhicule hybride comprenant les éléments suivants : un moteur à combustion interne couplé de façon contrôlable aux roues du véhicule au moyen d'un embrayage et doté d'un turbocompresseur facultatif, lequel fonctionne uniquement lorsqu'une puissance supplémentaire est nécessaire sur une période prolongée; un moteur de traction couplé aux roues du véhicule; un moteur de démarrage couplé au moteur (les deux moteurs pouvant servir de génératrice); un groupe de batteries pour fournir de l'électricité aux moteurs et en recevoir; un microprocesseur pour commander ces éléments. Le véhicule comporte différents modes de fonctionnement, selon les besoins en couple du véhicule, l'état de charge du groupe de batteries et d'autres paramètres de fonctionnement. Le mode de fonctionnement est sélectionné par le microprocesseur en fonction d'une stratégie de commande. | True |
| 106 | Patent 3093476 Summary - Canadian Patents Database | CA 3093476 | NaN | SUBSURFACE MULTI-MISSION DIVER TRANSPORTVEHICLE | VEHICULE DE TRANSPORT DE PLONGEUR MULTI-MISSION SOUS-MARIN | NaN | FUQUA, CHARLES LOUIS, KAHRE, STEVEN SCOTT | 2024-01-23 | 2019-03-11 | BORDEN LADNER GERVAIS LLP | English | PATRIOT3, INC. | What is Claimed:\n1. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, said mission modules comprising a plurality of adjacent\ninline\nbattery\nmodules adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of\nsaid\nvehicle\n, and wherein each\nbattery\nmodule comprises a plurality of individual\nelectrically\nisolated\nbattery\npacks, and a flexible conductive\nbattery\ncable\nextending\nfrom one end of said\nbattery\nmodule and a complementary\nbattery\ncable\nconnector\nlocated at an opposite end of said\nbattery\nmodule, such that upon connecting\nsaid\nbattery\ncable and cable connector of adjacent\nbattery\nmodules\nelectrical\ncurrent is\noperatively transferred between and among said\nbattery\nmodules for\ndistribution to\nother mission modules of said\nvehicle\nbody; and\nat least one propulsion device attached to said\nvehicle\nbody and capable of\npropelling said\nvehicle\nthrough a body of water.\n2. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nsaid\nplurality of mission modules comprises a detachable rear module.\n3. The subsurface diver transport\nvehicle\naccording to Claim 2, wherein\nsaid rear\n16\nDate Recue/Date Received 2023-06-19\nmodule comprises first and second rear thrusters.\n4. The subsurface diver transport\nvehicle\naccording to Claim 3, and\ncomprising\nfirst and second pivoting hyrdofoils adjustably attaching respective rear\nthrusters to\nsaid rear module.\n5. The subsurface diver transport\nvehicle\naccording to Claim 4, wherein\nsaid rear\nmodule further comprises an integrated servomotor operatively connected to at\nleast\none of said first and second rear thrusters.\n6. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nsaid\nplurality of mission modules further comprises a detachable front module.\n7. The subsurface diver transport\nvehicle\naccording to Claim 6, wherein\nsaid front\nmodule comprises port and starboard bow thrusters.\n8. The subsurface diver transport\nvehicle\naccording to Claim 7, and\ncomprising\nfirst and second pivoting hyrdofoils adjustably attaching respective bow\nthrusters to\n17\nDate Recue/Date Received 2023-06-19\nsaid front module.\n9. The subsurface diver transport\nvehicle\naccording to Claim 8, wherein\nsaid front\nmodule further comprises an integrated servomotor operatively connected to at\nleast\none of said first and second bow thrusters.\n10. The subsurface diver transport\nvehicle\naccording to Claim 1, and\ncomprising a\ndrive control system adapted for controlling said propulsion device.\n11. The subsurface diver transport\nvehicle\naccording to Claim 10, wherein\nsaid\ndrive control system comprises at least one diver-operated joystick.\n12. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nsaid\nbattery\nmodule comprises flexible conductive\nbattery\ncables extending from one\nend\nof said\nbattery\nmodule and complementary\nbattery\ncable connectors located at\nan\nopposite end of said\nbattery\nmodule.\n13. The subsurface diver transport\nvehicle\naccording to Claim 12, wherein\nsaid\n18\nDate Recue/Date Received 2023-06-19\nbattery\nmodule further comprises a distribution manifold and a plurality of\nindividual\nbattery\npacks\nelectrically\nconnected to said distribution manifold.\n14. The subsurface diver transport\nvehicle\naccording to Claim 13, wherein\nsaid\nbattery\nmodule further comprises an undercarriage for holding said plurality\nof\nbattery\npacks.\n15. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\neach of\nsaid mission modules has a substantially U-shaped exterior hull section and a\nsubstantially flat, continuous deck section.\n16. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\neach of\nsaid mission modules comprises port and starboard diver handles.\n17. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\neach\nmission module has a substantially U-shaped end flange adapted for engaging a\ncorresponding U-shaped end flange of an adjacent mission module.\n19\nDate Recue/Date Received 2023-06-19\n18. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nadjacent\nmission modules comprise respective male and female dovetails cooperating when\nassembled to form an interlocking joint mechanically connecting said mission\nmodules together.\n19. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nadjacent\nmission modules further comprise a spring-loaded extendable locking pin and a\ncomplementary pin receptacle cooperating to mechanically connect said mission\nmodules together.\n20. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nadjacent\nmission modules further comprise a locking latch and a complementary latch pin\ncooperating to mechanically connect said mission modules together.\n21. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, and wherein said plurality of mission modules comprises at\nleast one\ndetachable\nbattery\nmodule adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of said\nvehicle\n;\nDate Recue/Date Received 2023-06-19\nport and starboard thrusters residing adjacent said\nvehicle\nbody and capable\nof propelling said\nvehicle\nthrough a body of water; and\nfirst and second pivoting hyrdofoils adjustably attaching respective said port\nand starboard thrusters to said\nvehicle\nbody.\n22. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein said\nplurality of mission modules comprises a detachable rear module.\n23. The subsurface diver transport\nvehicle\naccording to Claim 22, wherein said\nport\nand starboard thrusters reside adjacent said rear module.\n24. The subsurface diver transport\nvehicle\naccording to Claim 23, and\ncomprising first\nand second pivoting hyrdofoils adjustably attaching respective said port and\nstarboard thrusters to said rear module.\n25. The subsurface diver transport\nvehicle\naccording to Claim 24, wherein said\nrear\nmodule further comprises an integrated servomotor operatively connected to at\nleast\none of said port and starboard thrusters.\n21\nDate Recue/Date Received 2023-06-19\n26. The subsurface diver transport\nvehicle\naccording to Claim 21, and\ncomprising an\nintegrated servomotor operatively connected to at least one of said port and\nstarboard thrusters.\n27. The subsurface diver transport\nvehicle\naccording to Claim 21, and\ncomprising a\ndrive control system adapted for controlling said port and starboard\nthrusters.\n28. The subsurface diver transport\nvehicle\naccording to Claim 27, wherein said\ndrive\ncontrol system comprises at least one diver-operated joystick.\n29. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein said\nbattery\nmodule comprises a flexible conductive\nbattery\ncable extending from\none end\nof said\nbattery\nmodule and a complementary\nbattery\ncable connector located at\nan\nopposite end of said\nbattery\nmodule.\n30. The subsurface diver transport\nvehicle\naccording to Claim 29, wherein said\nbattery\nmodule further comprises a distribution manifold and a plurality of\nindividual\nbattery\npacks\nelectrically\nconnected to said distribution manifold.\n22\nDate Recue/Date Received 2023-06-19\n31. The subsurface diver transport\nvehicle\naccording to Claim 30, wherein said\nbattery\nmodule further comprises an undercarriage for holding said plurality\nof\nbattery\npacks.\n32. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein each\nof\nsaid mission modules has a substantially U-shaped exterior hull section and a\nsubstantially flat, continuous deck section.\n33. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein each\nof\nsaid mission modules comprises port and starboard diver handles.\n34. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein each\nof\nsaid mission modules has a substantially U-shaped end flange adapted for\nengaging\na corresponding U-shaped end flange of an adjacent mission module.\n35. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein\nadjacent\nmission modules further comprise a locking latch and a complementary latch pin\n23\nDate Recue/Date Received 2023-06-19\ncooperating to mechanically connect said mission modules together.\n36. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, said mission modules comprising a detachable rear module and\nat\nleast one\nbattery\nmodule adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of said\nvehicle\n;\nfirst and second rear thrusters residing adjacent said rear module and capable\nof propelling said\nvehicle\nthrough a body of water; and\nfirst and second pivoting hyrdofoils adjustably attaching respective said rear\nthrusters to said rear module.\n37. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, said mission modules comprising at least one detachable\nbattery\nmodule adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of\nsaid\nvehicle\n, and wherein said ballery module comprises a flexible conductive\nbattery\ncable extending from one end of said\nbattery\nmodule and a\nbattery\ncable\nconnector\nlocated at an opposite end of said\nbattery\nmodule; and\n24\nDate Recue/Date Received 2023-06-19\nat least one thruster residing adjacent said\nvehicle\nbody and capable of\npropelling said\nvehicle\nthrough a body of water.\nDate Recue/Date Received 2023-06-19 | 62/640,905 | United States of America | 2018-03-09 | L'invention concerne un véhicule de transport de plongeur sous-marin qui comprend un corps de véhicule et au moins un dispositif de propulsion. Le corps de véhicule comprend un certain nombre de modules de mission individuels assemblés mécaniquement pour définir une coque et un pont sensiblement continus du véhicule. Les modules de mission comprennent au moins un module de batterie conçu pour fournir un courant électrique à des sous-systèmes électriques du véhicule. Le dispositif de propulsion est fixé au corps du véhicule et peut propulser le véhicule à travers une masse d'eau. | True |
| 107 | Patent 3014425 Summary - Canadian Patents Database | CA 3014425 | NaN | DUAL CHARGE RIDE-ONVEHICLE | VEHICULE AUTOPORTE A RECHARGE DOUBLE | NaN | SCHLEGEL, THOMAS K., YOUNG, MATTHEW E., ECKERT, CAMERON, HERLITZ, TODD | 2020-06-16 | 2017-02-10 | BLAKE, CASSELS & GRAYDON LLP | English | RADIO FLYER INC. | CLAIMS\nWhat is claimed is:\n1. A\nbattery\n-powered\nvehicle\n, comprising:\na\nvehicle\nbody;\na plurality of wheels supporting the\nvehicle\nbody;\na motor connected to at least one of the plurality of wheels;\na remote charging dock on an exterior of the\nvehicle\nbody, the remote charging\ndock\nhaving remote charging terminals;\na first controller in\nelectrical\ncommunication with the remote charging dock;\na\nbattery\nport extending into the\nvehicle\nbody, the\nbattery\nport having a\nbattery\ndock and\nbattery\ndock terminals;\na second controller in\nelectrical\ncommunication with the\nbattery\ndock;\na first wiring harness connecting the remote charging dock with the\nbattery\ndock, wherein\nthe first wiring harness has a power line to allow current to flow between the\nbattery\ndock and\nthe remote charging dock, and a communication line in the first wiring harness\nto allow data to\nbe transmitted between the first controller and the second controller;\na charger having a charger plug and associated charger terminals; and,\na removable and rechargeable\nbattery\nhaving\nbattery\nterminals, wherein the\nbattery\nis\nconfigured to be charged in the\nbattery\nport when (a) the\nbattery\nis\npositioned in the\nbattery\nport\nand the\nbattery\nterminals\nelectrically\nand mechanically mate with the\nbattery\ndock terminals, and\n(b) when the charger terminals of the charger are connected to the remote\ncharging terminals of\nthe remote charging dock, and wherein the\nbattery\nis configured to be charged\nremote from the\nvehicle\nwhen (a) the\nbattery\nis removed from the\nbattery\nport and the\nbattery\nterminals\nelectrically\nand mechanically mate with the charger terminals for charging\noutside the\nbattery\nport.\n2. The\nbattery\n-powered\nvehicle\nof claim 1, further comprising a first motor\nconnected to a\nfirst wheel and a second motor connected to a second wheel.\n26\n3. The\nbattery\n-powered\nvehicle\nof claim 1, wherein the charger terminals\nand the\nbattery\ndock terminals have a first terminal configuration, wherein the remote\ncharging terminals and the\nbattery\nterminals have a second terminal configuration, wherein the first\nterminal configuration\nis different from the second terminal configuration, and wherein the terminals\nof the first\nterminal configuration are adapted to mate with the terminals of the second\nterminal\nconfiguration.\n4. The\nbattery\n-powered\nvehicle\nof claim 1, further comprising a third\ncontroller in the\ncharger and a fourth controller in the\nbattery\n, the third controller being\nelectrically\nconnected to\nthe first controller when the charger is plugged into the remote charging\ndock, and the fourth\ncontroller communicating with one of the second controller in the\nbattery\ndock\nwhen the\nbattery\nis connected to the\nbattery\ndock, and the third controller in the charger.\n5. The\nbattery\n-powered\nvehicle\nof claim 1, further comprising a pedal\nswitch, a pedal switch\ncontroller, and a second wiring harness connecting the pedal switch controller\nwith a second\ncontroller in the\nbattery\ndock, wherein the second wiring harness has a power\nline to allow\ncurrent to flow between the\nbattery\ndock and the pedal switch controller, and\na communication\nline in the second wiring harness to allow data to be transmitted between the\nsecond controller in\nthe\nbattery\ndock and the pedal switch controller.\n6. The\nbattery\n-powered\nvehicle\nof claim 5, wherein one of the second\ncontroller in the\nbattery\ndock and the pedal switch controller prevents the release of current\nto all motors when\nthe charger is connected to the remote charging dock.\n7. A\nbattery\n-powered\nvehicle\n, comprising:\na\nvehicle\nbody;\na plurality of wheels supporting the\nvehicle\nbody;\na motor connected to at least one of the plurality of wheels;\na\nbattery\nport having a\nbattery\ndock and\nbattery\ndock terminals;\na remote charging dock on an exterior of the\nvehicle\nbody, the remote charging\ndock\nhaving remote charging terminals;\na charger having a charger plug and associated charger terminals; and,\na removable and rechargeable\nbattery\nhaving\nbattery\nterminals, wherein the\nbattery\nis\nconfigured to be positioned in the\nbattery\nport for charging in the\nbattery\nport and to have the\nbattery\nterminals\nelectrically\nand mechanically mate with the\nbattery\ndock\nterminals, and\n27\nwherein the\nbattery\nis configured to be removed from the\nbattery\nport and to\nhave the\nbattery\nterminals\nelectrically\nand mechanically mate with the charger terminals for\ncharging outside the\nbattery\nport.\n8. The\nbattery\n-powered\nvehicle\nof claim 7, wherein the charger terminals of\nthe charger are\nconnected to the remote charging terminals of the remote charging dock for\ncharging the\nbattery\nin the\nbattery\nport.\n9. The\nbattery\n-powered\nvehicle\nof claim 7, wherein the\nbattery\nhas a first\nend and a second\nend, wherein a handle is located at the second end of the\nbattery\n, and wherein\nthe\nbattery\nterminals are located at the first end of the\nbattery\n.\n10. The\nbattery\n-powered\nvehicle\nof claim 7, wherein the charger terminals\nand the\nbattery\ndock terminals have a first terminal configuration, wherein the remote\ncharging terminals and the\nbattery\nterminals have a second terminal configuration, wherein the first\nterminal configuration\nis different from the second terminal configuration, and wherein the terminals\nof the first\nterminal configuration are adapted to mate with the terminals of the second\nterminal\nconfiguration.\n11. The\nbattery\n-powered\nvehicle\nof claim 7, further comprising a first\nwiring harness\nconnecting the remote charging dock with the\nbattery\ndock, wherein the first\nwiring harness has a\npower line to allow current to flow between the\nbattery\ndock and the remote\ncharging dock, and a\ncommunication line in the first wiring harness to allow data to be transmitted\nbetween the\nbattery\ndock and the remote charging dock.\n12. The\nbattery\n-powered\nvehicle\nof claim 11, further comprising a first\ncontroller in the\nremote charging dock and a second controller in the\nbattery\ndock, the\ncommunication line\nelectrically\nconnecting the first controller to the second controller.\n13. The\nbattery\n-powered\nvehicle\nof claim 12, further comprising a third\ncontroller in the\ncharger, the third controller being\nelectrically\nconnected to the first\ncontroller when the charger\nis plugged into the remote charging dock.\n14. The\nbattery\n-powered\nvehicle\nof claim 13, further comprising a fourth\ncontroller in the\nbattery\n, the fourth controller communicating with one of the second controller\nin the\nbattery\ndock\nwhen the\nbattery\nis connected to the\nbattery\ndock, and the third controller in\nthe charger.\n28\n15. The\nbattery\n-powered\nvehicle\nof claim 14, wherein the third controller\nin the charger\nmonitors\nbattery\nparameters based on data transmitted from the fourth\ncontroller to the third\ncontroller through the communication line.\n16. The\nbattery\n-powered\nvehicle\nof claim 14, wherein the third controller\nin the charger\nmonitors\nbattery\nparameters based on data transmitted from the fourth\ncontroller to the third\ncontroller when the\nbattery\nterminals are\nelectrically\nand mechanically\nconnected with the\ncharger terminals.\n17. The\nbattery\n-powered\nvehicle\nof claim 11, further comprising a pedal\nswitch, a pedal\nswitch controller, and a second wiring harness connecting the pedal switch\ncontroller with a\nsecond controller in the\nbattery\ndock, wherein the second wiring harness has a\npower line to\nallow current to flow between the\nbattery\ndock and the pedal switch\ncontroller, and a\ncommunication line in the second wiring harness to allow data to be\ntransmitted between the\nsecond controller in the\nbattery\ndock and the pedal switch controller.\n18. The\nbattery\n-powered\nvehicle\nof claim 17, wherein one of a second\ncontroller in the\nbattery\ndock and the pedal switch controller prevents the release of current\nto the motor when the\ncharger is connected to the remote charging dock.\n19. A\nbattery\n-powered\nvehicle\n, comprising:\na\nvehicle\nbody;\na plurality of wheels supporting the\nvehicle\nbody;\na motor connected to at least one of the plurality of wheels;\na\nbattery\nport having a\nbattery\ndock and\nbattery\ndock terminals;\na remote charging dock on an exterior of the\nvehicle\nbody, the remote charging\ndock\nhaving remote charging terminals;\na first wiring harness connecting the remote charging dock with the\nbattery\ndock, wherein\nthe first wiring harness has a power line to allow current to flow between the\nbattery\ndock and\nthe remote charging dock, and a communication line in the first wiring harness\nto allow data to\nbe transmitted between the\nbattery\ndock and the remote charging dock;\na charger having a charger plug and associated charger terminals;\na rechargeable\nbattery\nhaving\nbattery\nterminals, wherein the\nbattery\nis\nconfigured to be\npositioned in the\nbattery\nport for charging in the\nbattery\nport and to have\nthe\nbattery\nterminals\nelectrically\nand mechanically mate with the\nbattery\ndock terminals;\n29\na pedal switch, a pedal switch controller, and a second wiring harness\nconnecting the\npedal switch controller with a second controller in the\nbattery\ndock, wherein\nthe second wiring\nharness has a power line to allow current to flow between the\nbattery\ndock and\nthe pedal switch\ncontroller, and a communication line in the second wiring harness to allow\ndata to be transmitted\nbetween the second controller in the\nbattery\ndock and the pedal switch\ncontroller.\n20. The\nbattery\n-powered\nvehicle\nof claim 19, wherein one of a second\ncontroller in the\nbattery\ndock and the pedal switch controller prevents the release of current\nto the motor when the\ncharger is connected to the remote charging dock. | 62/294,519 | United States of America | 2016-02-12 | L'invention concerne un véhicule alimenté par batterie doté de capacités de recharge double. Le véhicule possède un corps, une pluralité de roues supportant le corps, un moteur relié à au moins une roue de la pluralité de roues, un orifice de batterie comprenant une station d'accueil de batterie et des bornes de station d'accueil de batterie, une station de recharge à distance sur une partie extérieure du corps de véhicule, la station de recharge à distance ayant des bornes de recharge à distance, un chargeur comportant une prise de chargeur et des bornes de chargeur associées, et une batterie amovible et rechargeable ayant des bornes de batterie. La batterie est conçue pour être positionnée dans l'orifice de batterie en vue d'une recharge dans l'orifice de batterie et pour que les bornes de batterie s'adaptent électriquement et mécaniquement avec les bornes de station de recharge de batterie. La batterie est également conçue pour être retirée de l'orifice de batterie et pour que les bornes de batterie s'adaptent électriquement et mécaniquement aux bornes de chargeur en vue d'une recharge à l'extérieur de l'orifice de batterie. | True |
| 108 | Patent 2950151 Summary - Canadian Patents Database | CA 2950151 | NaN | ENGINE START ANDBATTERYSUPPORT MODULE | MODULE DE DEMARRAGE DE MOTEUR ET DE PRISE EN CHARGE DE BATTERIE | NaN | WOOD, ROBERT J., HALL, CHAD, PATSOS, DANIEL A., COLTON, JEFF, GREGORY, BRYCE | 2021-02-09 | 2015-06-02 | BORDEN LADNER GERVAIS LLP | English | SYSTEMATIC POWER MANUFACTURING, LLC | CLAIMS\n1. A method for regulating a voltage level of a\nvehicle\nbattery\nin a\nvehicle\n, the method\ncomprising:\ndetermining if the voltage level of the\nvehicle\nbattery\nis below a\npredetermined\nvoltage threshold;\nif the voltage level is below the predetermined voltage threshold, initiating\na\ndischarge of at least one ultracapacitor in\nelectrical\ncommunication with the\nvehicle\nbattery\nto transfer energy to the\nvehicle\nbattery\n;\nmodulating the discharge of the at least one ultracapacitor so as to raise the\nvoltage\nlevel at least to the predetermined voltage threshold; and\nwhile a\nvehicle\nalternator is off, transferring energy from the\nvehicle\nbattery\nto the\nat least one ultracapacitor, wherein the transfer of energy is initiated only\nwhen the voltage\nlevel of the\nvehicle\nbattery\nexceeds a recharge voltage threshold;\nand wherein the at least one ultracapacitor is\nelectrically\nconnected to a\ndirect\ncurrent (DC) voltage bus of the\nvehicle\nto support the spinning of a starter\nmotor associated\nwith the\nvehicle\n.\n2. The method of claim 1, wherein the predetermined voltage threshold is\ndetermined\nbased on at least one of\nvehicle\nbattery\nage,\nvehicle\nage,\nvehicle\nbattery\ncondition,\nvehicle\nbattery\nquantity,\nvehicle\nbattery\ntype,\nvehicle\nstarter type, starter age, and\ntemperature of\nthe\nvehicle\nbattery\n.\n3. The method of claim 1, wherein modulating the discharge of the at least\none\nultracapacitor comprises controlling current flow through at least one\ntransistor in\nelectrical\ncommunication with the at least one ultracapacitor.\n25.\n4. The method of claim 1, further comprising:\ntransferring energy from the\nvehicle\nbattery\nto the at least one\nultracapacitor at a low\nrate when the\nbattery\nvoltage level is less than a voltage level required to\nstart the\nvehicle\n,\nsuch that the at least one ultracapacitor can store energy and transfer the\nenergy back to the\nvehicle\nbattery\nat a high rate to start the\nvehicle\n.\n5. The method of claim 1, wherein the at least one ultracapacitor comprises\na plurality\nof ultracapacitors, and the method further comprises:\nswitching the plurality of ultracapacitors between a parallel configuration\nfor\ncharging the plurality of ultracapacitors, and a serial configuration for\ndischarging the\nplurality of ultracapacitors.\n6. An apparatus for regulating a voltage level of a\nvehicle\nbattery\n, the\napparatus\ncomprising:\na plurality of ultracapacitors connected in series and configured to store\ncharge;\nat least one voltage comparator, in\nelectrical\ncommunication with the\nvehicle\nbattery\nand the plurality of ultracapacitors, configured to perform a comparison of\nthe voltage level\nin the\nvehicle\nbattery\nto a predetermined voltage threshold;\ncontrol logic, in\nelectrical\ncommunication with the at least one voltage\ncomparator\nand the plurality of ultracapacitors, to transfer energy to the\nbattery\nand to\nmodulate\ndischarge of the plurality of ultracapacitors based on the comparison of the\nvoltage level to\nthe predetermined voltage threshold so as to raise the voltage level of the\nvehicle\nbattery\nto\nat least the predetermined voltage threshold; and\na direct current (DC) converter, in\nelectrical\ncommunication with the\nplurality of\nultracapacitors and the at least one voltage comparator, to charge the\nplurality of\nultracapacitors in response to a comparison of the voltage level of the\nvehicle\nbattery\nand a\nrecharge voltage threshold,\nwherein the at least one voltage comparator comprises:\n26.\na first voltage comparator, in\nelectrical\ncommunication with the DC\nconverter, to enable the DC converter if the voltage level exceeds the\nrecharge\nvoltage threshold; and\na second voltage comparator, in\nelectrical\ncommunication with the control\nlogic, to perform the comparison of the voltage level to the predetermined\nvoltage\nthreshold.\n7. The apparatus of claim 6, wherein the control logic comprises at least\none transistor,\nin\nelectrical\ncommunication with the plurality of ultracapacitors, to control\ncurrent flow into\nand/or out of the plurality of ultracapacitors.\n8. The apparatus of claim 7, wherein the at least one voltage comparator is\nin\nelectrical\ncommunication with a gate of the at least one transistor to control the\ncurrent flow into\nand/or out of the plurality of ultracapacitors.\n9. The apparatus of claim 6, wherein the DC converter is configured to\ntransfer charge\nfrom the\nvehicle\nbattery\nto the plurality of ultracapacitors while a\nvehicle\nalternator is off\nin response to an output from the at least one voltage comparator indicating\nthat voltage\nlevel in the\nvehicle\nbattery\nis above the recharge voltage threshold.\n10. The apparatus of claim 6, further comprising:\na temperature sensor, operably coupled to the DC converter, to monitor a\ntemperature of the\nvehicle\nbattery\n.\n11. The apparatus of claim 10, wherein the DC converter is configured to\nvary the\npredetermined voltage threshold and/or the recharge voltage threshold based on\nthe\ntemperature of the\nvehicle\nbattery\n.\n12. The apparatus of claim 9, wherein the DC converter is further\nconfigured to deliver\nenergy to a\nvehicle\nbus of the\nvehicle\nin response to an output from the at\nleast one\n27.\ncomparator indicating that a voltage of the\nvehicle\nbus is below a\nvehicle\ncharge threshold,\nto support the spinning of a starter motor associated with the\nvehicle\n.\n13. The apparatus of claim 6, further comprising:\na switch, in\nelectrical\ncommunication with the plurality of ultracapacitors,\nto switch\nthe plurality of ultracapacitors between a serial configuration for\ndischarging the plurality\nof ultracapacitors and a parallel configuration for charging the plurality of\nultracapacitors.\n14. The apparatus of claim 6, further comprising:\na manual interface, operably coupled to the control logic, to enable a driver\nof the\nvehicle\nto engage the apparatus and to select between:\nan automatic mode for delivery applications where a number of engine starts\nper\nday is large, where the\nbattery\nbus is kept alive for hotel support during a\ndelivery stop, and\nenergy is released from the ultracapacitors to maintain a specified\nbattery\nbus voltage until\nthe energy in the ultracapacitors is expended; and\na manual mode to energize the starter and to start the\nvehicle\nwhere minimal\nenergy\nis released from the ultracapacitors to operate the\nvehicle\nthrough a start or\nuntil the voltage\nin the ultracapacitors equals a voltage in the\nbattery\nbus.\n15. An apparatus for regulating a voltage level of a\nvehicle\nbattery\n, the\napparatus\ncomprising:\na plurality of ultracapacitors;\na first voltage comparator, in\nelectrical\ncommunication with the\nvehicle\nbattery\n, to\ncompare the voltage level of the\nvehicle\nbattery\nto a first voltage threshold;\ncontrol logic, in\nelectrical\ncommunication with the first voltage comparator\nand the\nplurality of ultracapacitors, to discharge of the plurality of ultracapacitors\nif the voltage\nlevel of the\nvehicle\nbattery\nis below the first voltage threshold;\na second voltage comparator, in\nelectrical\ncommunication with the\nvehicle\nbattery\n,\nto compare the voltage level to a second voltage threshold;\n28.\na direct current (DC) converter, in\nelectrical\ncommunication with the\nplurality of\nultracapacitors and the second voltage comparator, to charge the plurality of\nultracapacitors\nif the voltage level is above the second voltage threshold; and\na temperature sensor, operably coupled to the DC converter, to monitor a\ntemperature of the\nvehicle\nbattery\n,\nwherein the DC converter is configured to vary the first voltage threshold\nand/or the\nsecond voltage threshold based on the temperature of the\nvehicle\nbattery\n.\n29. | 62/014,910 | United States of America | 2014-06-20 | L'invention concerne un module de démarrage de moteur et de prise en charge de batterie qui utilise un banc d'ultracondensateurs (UC) chargé avec ou sans l'utilisation de l'alternateur des véhicules à des niveaux qui prennent en charge tant l'aide au démarrage du moteur que la charge de fonctionnement hors moteur. La charge par cellule des UC peut être réglée et élevée pendant des périodes de basses températures et même plus encore lors de températures ultrabasses. Le réglage, lequel peut être dynamique et/ou automatique, accroît la capacité d'accumulation d'énergie des UC. En outre, la libération d'énergie des UC est régulée par un contrôleur à modulation d'impulsions en durée (MID) sur la base de la tension de bus en CC. Les UC peuvent être chargés depuis un convertisseur de courant continu embarqué, un branchement en CA, ou par commutation intelligente des bancs de UC entre des configurations en parallèle et en série. | True |
| 109 | Patent 2927501 Summary - Canadian Patents Database | CA 2927501 | NaN | POSITIVE LOCKING CONFIRMATION MECHANISM FORBATTERYCONTACT OFELECTRICVEHICLE | PROCEDE DE CONFIRMATION D'UN ETAT VERROUILLE DE CONTACT DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | YANG, ANTHONY ANTAO, CHEN, GORDON CHING | 2017-06-20 | 2013-10-16 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. A positive locking confirmation mechanism for a\nbattery\ncontact of an\nelectric\nvehicle\n, the positive locking confirmation mechanism comprising:\na terminal bolt locked on an electrode, so that a conductor is contacted with\nthe\nelectrode;\na sensing bolt locked on the terminal bolt, so that a sensing contact is\ncontacted\nwith the terminal bolt, wherein while the sensing bolt is screwed into the\nterminal\nbolt, the terminal bolt is subjected to deformation, wherein a drag force is\ngenerated to fix the terminal bolt in response to the deformation of the\nterminal\nbolt; and\na sensing unit configured for detecting whether the sensing contact and the\nterminal bolt are in a positive locking state.\n2. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the terminal bolt is subjected\nto\ndeformation through a pin.\n3. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 2, wherein the terminal bolt has a taper\nstructure,\nand the taper structure is contacted with the pin.\n4. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 2, wherein the pin has a thread.\n5. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing unit judges whether\nthe\nsensing contact and the terminal bolt are in the positive locking state\naccording to a\nresult of judging whether a voltage signal from the sensing contact is stable.\n6. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing bolt is made of an\n1\ninsulation material.\n7. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein an insulation packing is\narranged\nbetween the sensing bolt and the sensing contact.\n8. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing bolt and the\nsensing\ncontact are connected with each other through a safety rope.\n9. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing unit is a\nbattery\nprotection board.\n10. A positive locking confirmation mechanism for a\nbattery\ncontact of an\nelectric\nvehicle\n, the positive locking confirmation mechanism comprising:\na terminal bolt configured for locking a conductor on an electrode of a\nbattery\n,\nwherein a head portion of the terminal bolt has an internal thread, and a tail\nend of\nthe terminal bolt has an expansive section;\na sensing bolt screwed into the internal thread of the terminal bolt so as to\nlock\na sensing contact of a voltage sensor, wherein while the sensing bolt is\nscrewed\ninto the internal thread of the terminal bolt, a pin is pushed by the sensing\nbolt to\nprop open the expansive section of the terminal bolt, so that the terminal\nbolt and\nthe electrode of the\nbattery\nare in a positive locking state; and\na controlling unit configured for receiving a voltage signal from the voltage\nsensor and judging whether the terminal bolt and the electrode of the\nbattery\nare in\nthe positive locking state according to a result of judging whether the\nvoltage\nsignal is stable.\n11. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein when the voltage signal is\nunstable,\n11\nthe electrode of the\nbattery\nis not in the positive locking state, and the\ncontrolling\nunit issues a warning signal and an identification code of the electrode to a\nvehicular controller.\n12. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein a non-conductive coating is\nformed\non a contact area between the sensing bolt and the sensing contact of the\nvoltage\nsensor.\n13. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the sensing bolt is not\nelectrically\nconductive.\n14. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the sensing bolt and the pin\nare\nintegrally formed as a one-piece structure.\n15. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the voltage sensor further\ncomprises an accelerometer for sensing vibration of the\nelectric\nvehicle\n.\n16. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the voltage sensor further\ncomprises a gyroscope for sensing motion of the\nelectric\nvehicle\n.\n12 | NaN | NaN | NaN | La présente invention concerne un procédé de confirmation d'un état verrouillé d'un contact de batterie dédié à un véhicule électrique. Le procédé fait appel à une vis de contact de batterie, ayant une structure de queue de vis extensible, et à la cohérence d'un signal, mesuré par un contact de détection de tension d'une unité de mesure et de gestion de batterie, pour déterminer un état verrouillé d'un contact de batterie de sorte que, en présence d'un risque de perte d'état verrouillé d'un contact de batterie, un utilisateur peut se voir rappeler d'exécuter un travail de vérification, de façon à éviter la survenue du danger d'une perte de puissance ou d'un arc électrique généré à l'intérieur d'un bac d'accumulateur lorsqu'un contact de batterie se desserre. | True |
| 110 | Patent 3201775 Summary - Canadian Patents Database | CA 3201775 | NaN | ELECTRICVEHICLEBATTERYFRAME ASSEMBLY | ENSEMBLE SUPPORT DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | BORGHI, CORY, EMAMI, SAEID | NaN | 2021-05-17 | OYEN WIGGS GREEN & MUTALA LLP | English | NIKOLA CORPORATION | CLAIMS\nWhat is claimed is:\n1. An\nelectric\nvehicle\n, comprising:\na chassis;\na front axle and a rear axle spaced apart and coupled to the chassis; and\na\nbattery\nframe assembly coupled to the chassis between the front axle and the\nrear\naxle, the\nbattery\nframe assembly comprising a plurality of transversely\nextending members\nand a plurality of longitudinally extending members, wherein the plurality of\ntransversely\nextending members and the plurality of longitudinally extending members define\na matrix of\nbattery\npack receptacles configured to receive at least one\nbattery\npack, and\nwherein the\nbattery\nframe assembly is configured to deflect torsionally in\nresponse to\ntorsional deflection of the front axle relative to the rear axle.\n2. The\nelectric\nvehicle\nof claim 1, wherein the\nbattery\nframe assembly\ncomprises a 3 x 3\nmatrix comprising a first column of three\nbattery\npack receptacles outboard of\nthe first side\nmember, a second column of three\nbattery\npack receptacles between the first\nside member\nand the second side member, and a third column of three\nbattery\npack\nreceptacles outboard of\nthe second side member.\n3. The\nelectric\nvehicle\nof claim 1, wherein the\nbattery\nframe assembly\ncomprises a first front\nbracket assembly coupled to the first side member and a second front bracket\nassembly\ncoupled to the second side member.\n4. The\nelectric\nvehicle\nof claim 3, wherein the\nbattery\nframe assembly further\ncomprises a\nfirst intermediate bracket assembly positioned rearward of the first front\nbracket assembly\nand the second front bracket assembly and a second intermediate bracket\nassembly positioned\nrearward of the first intermediate bracket assembly.\n5. The\nelectric\nvehicle\nof claim 4, wherein the first intermediate bracket\nassembly and the\nsecond intermediate bracket assembly are each coupled to the first side member\nand the\nsecond side member.\n6. The\nelectric\nvehicle\nof claim 5, wherein the\nbattery\nframe assembly further\ncomprises a\nfirst rear bracket assembly positioned rearward of the second intermediate\nbracket assembly\nand coupled to the first side member and a second rear bracket assembly\npositioned rearward\n44\nof the second intermediate bracket assembly and coupled to the second side\nmember.\n7. An\nelectric\nvehicle\n, comprising:\na chassis comprising a first side member and a second side member;\na\nbattery\nframe assembly coupled to the chassis, the\nbattery\nframe assembly\ncomprising:\na first intermediate bracket assembly coupled to the first side member and the\nsecond side member; and\na second intermediate bracket assembly coupled to the first side member and\nthe second side member,\nwherein the first side member, the second side member, the first intermediate\nbracket\nassembly, and the second intermediate bracket assembly define a first column\nof\nbattery\npack\nreceptacles configured to receive at least one\nbattery\npack.\n8. The\nelectric\nvehicle\nof claim 7, wherein the first column of\nbattery\npack\nreceptacles is\npositioned between the first side member and the second side member.\n9. The\nelectric\nvehicle\nof claim 7, wherein a majority of the at least one\nbattery\npack is\npositioned below the first side member and the second side member when the at\nleast one\nbattery\npack is coupled to the\nbattery\nframe assembly.\n10. The\nelectric\nvehicle\nof claim 7, wherein the\nbattery\nframe assembly\nfurther comprises a\nsecond column of\nbattery\npack receptacles outboard of the first side member.\n11. The\nelectric\nvehicle\nof claim 10, wherein the\nbattery\nframe assembly\nfurther comprises a\nthird row of\nbattery\npack receptacles outboard of the second side member.\n12. The\nelectric\nvehicle\nof claim 11, wherein the first column of\nbattery\npack\nreceptacles, the\nsecond column of\nbattery\npack receptacles, and the third column of\nbattery\npack receptacles\neach contain at least three\nbattery\npack receptacles.\n13. An\nelectric\nvehicle\n, comprising:\na chassis comprising a first side member and a second side member;\na\nbattery\nframe assembly coupled to the chassis, the\nbattery\nframe assembly\ncomprising:\na first front bracket assembly;\na second front bracket assembly opposite the first front bracket assembly; and\na first intermediate bracket assembly spaced apart and rearward of the first\nfront bracket assembly and the second front bracket assembly,\nwherein the first front bracket assembly, the second front bracket assembly,\nand the\nfirst intermediate bracket assembly define a row of\nbattery\npack receptacles\nconfigured to\nreceive at least one\nbattery\npack.\n14. The\nelectric\nvehicle\nof claim 13, wherein the row of\nbattery\npack\nreceptacles is further\ndefined by the first side member and the second side member.\n15. The\nelectric\nvehicle\nof claim 13, wherein the row of\nbattery\npack\nreceptacles comprises\nthree\nbattery\npack receptacles.\n16. The\nelectric\nvehicle\nof claim 13, wherein a first\nbattery\npack receptacle\nof the row of\nbattery\npack receptacles is outboard of the first side member.\n17. The\nelectric\nvehicle\nof claim 16, wherein a second\nbattery\npack receptacle\nof the row of\nbattery\npack receptacles is outboard of the second side member.\n18. The\nelectric\nvehicle\nof claim 17, wherein a third\nbattery\npack receptacle\nof the row of\nbattery\npack receptacles is between the first side member and the second side\nmember.\n19. The\nelectric\nvehicle\nof claim 13, wherein the\nbattery\nframe assembly is\ncoupled to the\nchassis such that a majority of the\nbattery\nframe assembly is positioned below\nthe first side\nmember and the second side member.\n20. The\nelectric\nvehicle\nof claim 13, wherein the first front bracket assembly\nis coupled to the\nfirst side member, the second front bracket assembly is coupled to the second\nside member,\nand the first intermediate bracket assembly is coupled to the first side\nmember and the second\nside member.\n46 | 63/119,070 | United States of America | 2020-11-30 | La présente invention concerne un véhicule électrique comprenant un châssis, un essieu avant et un essieu arrière espacés et accouplés au châssis, et un ensemble support de batterie couplé au châssis entre l'essieu avant et l'essieu arrière. L'ensemble support de batterie comprend une pluralité d'éléments s'étendant transversalement et une pluralité d'éléments s'étendant longitudinalement, la pluralité d'éléments s'étendant transversalement et la pluralité d'éléments s'étendant longitudinalement définissant une matrice de réceptacles de blocs-batterie conçus pour recevoir au moins un bloc-batterie. L'ensemble support de batterie est conçu pour fléchir en torsion en réponse à une flexion en torsion de l'essieu avant par rapport à l'essieu arrière. | True |
| 111 | Patent 2927501 Summary - Canadian Patents Database | CA 2927501 | NaN | POSITIVE LOCKING CONFIRMATION MECHANISM FORBATTERYCONTACT OFELECTRICVEHICLE | PROCEDE DE CONFIRMATION D'UN ETAT VERROUILLE DE CONTACT DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | YANG, ANTHONY ANTAO, CHEN, GORDON CHING | 2017-06-20 | 2013-10-16 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. A positive locking confirmation mechanism for a\nbattery\ncontact of an\nelectric\nvehicle\n, the positive locking confirmation mechanism comprising:\na terminal bolt locked on an electrode, so that a conductor is contacted with\nthe\nelectrode;\na sensing bolt locked on the terminal bolt, so that a sensing contact is\ncontacted\nwith the terminal bolt, wherein while the sensing bolt is screwed into the\nterminal\nbolt, the terminal bolt is subjected to deformation, wherein a drag force is\ngenerated to fix the terminal bolt in response to the deformation of the\nterminal\nbolt; and\na sensing unit configured for detecting whether the sensing contact and the\nterminal bolt are in a positive locking state.\n2. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the terminal bolt is subjected\nto\ndeformation through a pin.\n3. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 2, wherein the terminal bolt has a taper\nstructure,\nand the taper structure is contacted with the pin.\n4. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 2, wherein the pin has a thread.\n5. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing unit judges whether\nthe\nsensing contact and the terminal bolt are in the positive locking state\naccording to a\nresult of judging whether a voltage signal from the sensing contact is stable.\n6. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing bolt is made of an\n1\ninsulation material.\n7. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein an insulation packing is\narranged\nbetween the sensing bolt and the sensing contact.\n8. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing bolt and the\nsensing\ncontact are connected with each other through a safety rope.\n9. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the sensing unit is a\nbattery\nprotection board.\n10. A positive locking confirmation mechanism for a\nbattery\ncontact of an\nelectric\nvehicle\n, the positive locking confirmation mechanism comprising:\na terminal bolt configured for locking a conductor on an electrode of a\nbattery\n,\nwherein a head portion of the terminal bolt has an internal thread, and a tail\nend of\nthe terminal bolt has an expansive section;\na sensing bolt screwed into the internal thread of the terminal bolt so as to\nlock\na sensing contact of a voltage sensor, wherein while the sensing bolt is\nscrewed\ninto the internal thread of the terminal bolt, a pin is pushed by the sensing\nbolt to\nprop open the expansive section of the terminal bolt, so that the terminal\nbolt and\nthe electrode of the\nbattery\nare in a positive locking state; and\na controlling unit configured for receiving a voltage signal from the voltage\nsensor and judging whether the terminal bolt and the electrode of the\nbattery\nare in\nthe positive locking state according to a result of judging whether the\nvoltage\nsignal is stable.\n11. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein when the voltage signal is\nunstable,\n11\nthe electrode of the\nbattery\nis not in the positive locking state, and the\ncontrolling\nunit issues a warning signal and an identification code of the electrode to a\nvehicular controller.\n12. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein a non-conductive coating is\nformed\non a contact area between the sensing bolt and the sensing contact of the\nvoltage\nsensor.\n13. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the sensing bolt is not\nelectrically\nconductive.\n14. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the sensing bolt and the pin\nare\nintegrally formed as a one-piece structure.\n15. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the voltage sensor further\ncomprises an accelerometer for sensing vibration of the\nelectric\nvehicle\n.\n16. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 10, wherein the voltage sensor further\ncomprises a gyroscope for sensing motion of the\nelectric\nvehicle\n.\n12 | NaN | NaN | NaN | La présente invention concerne un procédé de confirmation d'un état verrouillé d'un contact de batterie dédié à un véhicule électrique. Le procédé fait appel à une vis de contact de batterie, ayant une structure de queue de vis extensible, et à la cohérence d'un signal, mesuré par un contact de détection de tension d'une unité de mesure et de gestion de batterie, pour déterminer un état verrouillé d'un contact de batterie de sorte que, en présence d'un risque de perte d'état verrouillé d'un contact de batterie, un utilisateur peut se voir rappeler d'exécuter un travail de vérification, de façon à éviter la survenue du danger d'une perte de puissance ou d'un arc électrique généré à l'intérieur d'un bac d'accumulateur lorsqu'un contact de batterie se desserre. | True |
| 112 | Patent 3093476 Summary - Canadian Patents Database | CA 3093476 | NaN | SUBSURFACE MULTI-MISSION DIVER TRANSPORTVEHICLE | VEHICULE DE TRANSPORT DE PLONGEUR MULTI-MISSION SOUS-MARIN | NaN | FUQUA, CHARLES LOUIS, KAHRE, STEVEN SCOTT | 2024-01-23 | 2019-03-11 | BORDEN LADNER GERVAIS LLP | English | PATRIOT3, INC. | What is Claimed:\n1. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, said mission modules comprising a plurality of adjacent\ninline\nbattery\nmodules adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of\nsaid\nvehicle\n, and wherein each\nbattery\nmodule comprises a plurality of individual\nelectrically\nisolated\nbattery\npacks, and a flexible conductive\nbattery\ncable\nextending\nfrom one end of said\nbattery\nmodule and a complementary\nbattery\ncable\nconnector\nlocated at an opposite end of said\nbattery\nmodule, such that upon connecting\nsaid\nbattery\ncable and cable connector of adjacent\nbattery\nmodules\nelectrical\ncurrent is\noperatively transferred between and among said\nbattery\nmodules for\ndistribution to\nother mission modules of said\nvehicle\nbody; and\nat least one propulsion device attached to said\nvehicle\nbody and capable of\npropelling said\nvehicle\nthrough a body of water.\n2. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nsaid\nplurality of mission modules comprises a detachable rear module.\n3. The subsurface diver transport\nvehicle\naccording to Claim 2, wherein\nsaid rear\n16\nDate Recue/Date Received 2023-06-19\nmodule comprises first and second rear thrusters.\n4. The subsurface diver transport\nvehicle\naccording to Claim 3, and\ncomprising\nfirst and second pivoting hyrdofoils adjustably attaching respective rear\nthrusters to\nsaid rear module.\n5. The subsurface diver transport\nvehicle\naccording to Claim 4, wherein\nsaid rear\nmodule further comprises an integrated servomotor operatively connected to at\nleast\none of said first and second rear thrusters.\n6. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nsaid\nplurality of mission modules further comprises a detachable front module.\n7. The subsurface diver transport\nvehicle\naccording to Claim 6, wherein\nsaid front\nmodule comprises port and starboard bow thrusters.\n8. The subsurface diver transport\nvehicle\naccording to Claim 7, and\ncomprising\nfirst and second pivoting hyrdofoils adjustably attaching respective bow\nthrusters to\n17\nDate Recue/Date Received 2023-06-19\nsaid front module.\n9. The subsurface diver transport\nvehicle\naccording to Claim 8, wherein\nsaid front\nmodule further comprises an integrated servomotor operatively connected to at\nleast\none of said first and second bow thrusters.\n10. The subsurface diver transport\nvehicle\naccording to Claim 1, and\ncomprising a\ndrive control system adapted for controlling said propulsion device.\n11. The subsurface diver transport\nvehicle\naccording to Claim 10, wherein\nsaid\ndrive control system comprises at least one diver-operated joystick.\n12. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nsaid\nbattery\nmodule comprises flexible conductive\nbattery\ncables extending from one\nend\nof said\nbattery\nmodule and complementary\nbattery\ncable connectors located at\nan\nopposite end of said\nbattery\nmodule.\n13. The subsurface diver transport\nvehicle\naccording to Claim 12, wherein\nsaid\n18\nDate Recue/Date Received 2023-06-19\nbattery\nmodule further comprises a distribution manifold and a plurality of\nindividual\nbattery\npacks\nelectrically\nconnected to said distribution manifold.\n14. The subsurface diver transport\nvehicle\naccording to Claim 13, wherein\nsaid\nbattery\nmodule further comprises an undercarriage for holding said plurality\nof\nbattery\npacks.\n15. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\neach of\nsaid mission modules has a substantially U-shaped exterior hull section and a\nsubstantially flat, continuous deck section.\n16. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\neach of\nsaid mission modules comprises port and starboard diver handles.\n17. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\neach\nmission module has a substantially U-shaped end flange adapted for engaging a\ncorresponding U-shaped end flange of an adjacent mission module.\n19\nDate Recue/Date Received 2023-06-19\n18. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nadjacent\nmission modules comprise respective male and female dovetails cooperating when\nassembled to form an interlocking joint mechanically connecting said mission\nmodules together.\n19. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nadjacent\nmission modules further comprise a spring-loaded extendable locking pin and a\ncomplementary pin receptacle cooperating to mechanically connect said mission\nmodules together.\n20. The subsurface diver transport\nvehicle\naccording to Claim 1, wherein\nadjacent\nmission modules further comprise a locking latch and a complementary latch pin\ncooperating to mechanically connect said mission modules together.\n21. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, and wherein said plurality of mission modules comprises at\nleast one\ndetachable\nbattery\nmodule adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of said\nvehicle\n;\nDate Recue/Date Received 2023-06-19\nport and starboard thrusters residing adjacent said\nvehicle\nbody and capable\nof propelling said\nvehicle\nthrough a body of water; and\nfirst and second pivoting hyrdofoils adjustably attaching respective said port\nand starboard thrusters to said\nvehicle\nbody.\n22. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein said\nplurality of mission modules comprises a detachable rear module.\n23. The subsurface diver transport\nvehicle\naccording to Claim 22, wherein said\nport\nand starboard thrusters reside adjacent said rear module.\n24. The subsurface diver transport\nvehicle\naccording to Claim 23, and\ncomprising first\nand second pivoting hyrdofoils adjustably attaching respective said port and\nstarboard thrusters to said rear module.\n25. The subsurface diver transport\nvehicle\naccording to Claim 24, wherein said\nrear\nmodule further comprises an integrated servomotor operatively connected to at\nleast\none of said port and starboard thrusters.\n21\nDate Recue/Date Received 2023-06-19\n26. The subsurface diver transport\nvehicle\naccording to Claim 21, and\ncomprising an\nintegrated servomotor operatively connected to at least one of said port and\nstarboard thrusters.\n27. The subsurface diver transport\nvehicle\naccording to Claim 21, and\ncomprising a\ndrive control system adapted for controlling said port and starboard\nthrusters.\n28. The subsurface diver transport\nvehicle\naccording to Claim 27, wherein said\ndrive\ncontrol system comprises at least one diver-operated joystick.\n29. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein said\nbattery\nmodule comprises a flexible conductive\nbattery\ncable extending from\none end\nof said\nbattery\nmodule and a complementary\nbattery\ncable connector located at\nan\nopposite end of said\nbattery\nmodule.\n30. The subsurface diver transport\nvehicle\naccording to Claim 29, wherein said\nbattery\nmodule further comprises a distribution manifold and a plurality of\nindividual\nbattery\npacks\nelectrically\nconnected to said distribution manifold.\n22\nDate Recue/Date Received 2023-06-19\n31. The subsurface diver transport\nvehicle\naccording to Claim 30, wherein said\nbattery\nmodule further comprises an undercarriage for holding said plurality\nof\nbattery\npacks.\n32. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein each\nof\nsaid mission modules has a substantially U-shaped exterior hull section and a\nsubstantially flat, continuous deck section.\n33. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein each\nof\nsaid mission modules comprises port and starboard diver handles.\n34. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein each\nof\nsaid mission modules has a substantially U-shaped end flange adapted for\nengaging\na corresponding U-shaped end flange of an adjacent mission module.\n35. The subsurface diver transport\nvehicle\naccording to Claim 21, wherein\nadjacent\nmission modules further comprise a locking latch and a complementary latch pin\n23\nDate Recue/Date Received 2023-06-19\ncooperating to mechanically connect said mission modules together.\n36. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, said mission modules comprising a detachable rear module and\nat\nleast one\nbattery\nmodule adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of said\nvehicle\n;\nfirst and second rear thrusters residing adjacent said rear module and capable\nof propelling said\nvehicle\nthrough a body of water; and\nfirst and second pivoting hyrdofoils adjustably attaching respective said rear\nthrusters to said rear module.\n37. A subsurface diver transport\nvehicle\n, comprising:\na\nvehicle\nbody comprising a plurality of individual mission modules\nmechanically assembled together to define a substantially continuous hull and\ndeck\nof said\nvehicle\n, said mission modules comprising at least one detachable\nbattery\nmodule adapted for supplying\nelectrical\ncurrent to\nelectrical\nsubsystems of\nsaid\nvehicle\n, and wherein said ballery module comprises a flexible conductive\nbattery\ncable extending from one end of said\nbattery\nmodule and a\nbattery\ncable\nconnector\nlocated at an opposite end of said\nbattery\nmodule; and\n24\nDate Recue/Date Received 2023-06-19\nat least one thruster residing adjacent said\nvehicle\nbody and capable of\npropelling said\nvehicle\nthrough a body of water.\nDate Recue/Date Received 2023-06-19 | 62/640,905 | United States of America | 2018-03-09 | L'invention concerne un véhicule de transport de plongeur sous-marin qui comprend un corps de véhicule et au moins un dispositif de propulsion. Le corps de véhicule comprend un certain nombre de modules de mission individuels assemblés mécaniquement pour définir une coque et un pont sensiblement continus du véhicule. Les modules de mission comprennent au moins un module de batterie conçu pour fournir un courant électrique à des sous-systèmes électriques du véhicule. Le dispositif de propulsion est fixé au corps du véhicule et peut propulser le véhicule à travers une masse d'eau. | True |
| 113 | Patent 2670814 Summary - Canadian Patents Database | CA 2670814 | NaN | ENERGY STORAGE MODULE FOR LOAD LEVELING IN LIFT TRUCK OR OTHERELECTRICALVEHICLE | MODULE DE STOCKAGE D'ENERGIE POUR REPARTITION DE CHARGE DANS CHARIOT ELEVATEUR OU AUTRE VEHICULE ELECTRIQUE | NaN | MCCABE, PAUL PATRICK | 2017-08-22 | 2009-06-30 | MCCARTHY TETRAULT LLP | English | THE RAYMOND CORPORATION | WE CLAIM:\n1. A method for maintaining a level of charge of super capacitors\npositioned between\na\nbattery\nand an\nelectrical\nload in an\nelectrical\nvehicle\n, the method\ncomprising the following steps:\nconnecting a bank of the super capacitors between the\nelectrical\nload and the\nbattery\n, the\nbattery\nsupplying power to the load;\nisolating the super capacitors from the\nbattery\n, while the\nbattery\nremains in\ncircuit\nand is capable of providing power to the load;\nmeasuring a\nbattery\nvoltage at the\nbattery\n;\nmeasuring a capacitor voltage indicating the voltage on the bank of super\ncapacitors;\ncalculating a voltage difference between the\nbattery\nvoltage and the capacitor\nvoltage; and\ncharging the super capacitors when the voltage difference is greater than a\npredetermined minimum voltage, wherein the charged super capacitors reduce the\nrate of\ndischarge from the\nbattery\nto the\nelectrical\nload.\n2. The method as recited in claim 1, wherein the step of charging the bank\nof super\ncapacitors comprises applying a pulse width modulated charging voltage to the\nsuper capacitor\nbank.\n3. The method as recited in claim 1, further comprising the step of sensing\na\nconnection between the bank of super capacitors and the\nbattery\nusing a\nbattery\nconnector sensor\nbetween the bank of super capacitors and the\nbattery\n, and sensing a connection\nbetween the bank\nof super capacitors and the load using a load connector sensor between the\nbank of super\ncapacitors.\n4. The method as recited in claim 3, further comprising the step of\nilluminating a\nbattery\nconnected indicator light when the connection between the bank of\nsuper capacitors and\nthe\nbattery\nis sensed.\n5. The method as recited in claim 3, further comprising the step of\nilluminating a load\nconnected indicator light when the connection between the bank of super\ncapacitors and the load\nis sensed.\n6. The method as recited in claim 1, further comprising the step of\nilluminating a\ncapacitor charged indicator light when the super capacitor bank is charged to\na predetermined\nlevel.\n7. An energy storage module in an\nelectrical\nvehicle\n, the energy storage\nmodule\ncomprising:\na\nbattery\nconnector for providing an\nelectrical\nconnection to a\nbattery\n;\na load connector for connection to the\nelectrical\nload;\na bank of super capacitors connected between the\nbattery\nand the\nelectrical\nload;\na load connection sensing device between the super capacitors and the load for\nsensing a connection between the super capacitors and the load; and\na controller connected to the bank of super capacitors, the controller being\nprogrammed to:\nsense a\nbattery\nvoltage level and a capacitor voltage level;\ncalculate a voltage difference between the\nbattery\nvoltage level and the\ncapacitor voltage level;\ncompare the voltage difference to a predetermined minimum voltage value;\nand\ncharge the super capacitor bank when the voltage difference is greater than\nthe predetermined minimum, wherein when the bank of super capacitors is\ncharged, the\ncharge stored in the bank of super capacitors is used to provide power to the\nload and to\nlimit the draw from the\nbattery\n, thereby increasing the time between\nbattery\ncharges.\n8. The energy storage module of claim 7, wherein the\nbattery\nconnector is\nlocated\nbetween the\nbattery\nand the super capacitors and includes a\nbattery\nconnector\nsensing device, and\nthe load connector is located between the super capacitors and the load and\nincludes the load\nconnector sensing device, and wherein the controller is programmed to monitor\nthe\nbattery\n11\nconnector sensing device and the load connector sensing device, and to sense\nthe\nbattery\nvoltage\nand the capacitor voltage when the\nbattery\nconnector and the load connector\nare connected.\n9. The energy storage module as recited in claim 8, wherein the\nbattery\nconnector\nsensing device and the load connector sensing device each comprise an RFID\nsensing circuit.\n10. The energy storage module as recited in claim 8, wherein the\nbattery\nconnector\nsensing device and the load connector sensing device each comprise a Hall\ndevice sensor.\n11. The energy storage module as recited in claim 7, further comprising a\ncharged\nindicator light connected to the controller, and wherein the controller is\nfurther programmed to\nactivate the indicator light when the super capacitor bank is charged.\n12. The energy storage module as recited in claim 7, further comprising a\ndischarge\nswitch and a discharge resistor coupled in parallel with the super capacitor\nbank, the discharge\nswitch and the discharge resistor being selectively activated to discharge the\nsuper capacitor bank.\n13. The energy storage module as recited in claim 7, further comprising a\nbattery\nindicator light, connected to the controller, the controller being further\nprogrammed to activate the\nbattery\nindicator light when the\nbattery\nconnector sensing device is\nactivated.\n14. The energy storage module as recited in claim 7, further comprising a\nload\nindicator light, connected to the controller, the controller being further\nprogrammed to activate the\nload indicator light when the load connector sensing device is activated.\n15. The energy storage module as recited in claim 7, wherein the controller\nis\nprogrammed to charge the super capacitor bank using a pulse width modulation\nalgorithm.\n16. The energy storage module as recited in claim 15, wherein the duty\ncycle of the\npulse width modulation is based on the voltage differential.\n12\n17. An\nelectrical\nvehicle\n, comprising:\na power unit, including a\nbattery\nand an\nelectrical\nload powered by the\nbattery\n, the\nelectrical\nload including a\nvehicle\ncontrol system;\na fork coupled to the power unit, and configured to be elevated and lowered by\nthe\nvehicle\ncontrol system;\nan energy storage module selectively connectable and removable between the\nbattery\nand the\nelectrical\nload, wherein the energy storage module comprises:\na module\nbattery\nconnector and a module load connector, a bank of super\ncapacitors connected between the module\nbattery\nconnector and the module load\nconnector to level the\nelectrical\nload; and\na controller connected to the module\nbattery\nconnector, the module load\nconnector, and the bank of super capacitors, the controller being programmed\nto:\nsense a\nbattery\nvoltage level and a capacitor voltage level when the\nbattery\nconnector sensing device in a\nvehicle\nbattery\nconnector connected to a\nbattery\nand the load connector sensing device in a\nvehicle\nload connector\nconnected to the load indicate that the module\nbattery\nconnector is connected\nto the\nvehicle\nbattery\nconnector and the module load connector is connected to the\nvehicle\nload connector;\ncalculate a voltage difference between the\nbattery\nvoltage level and\nthe capacitor voltage level;\ncompare the voltage difference to a predetermined minimum\nvoltage value; and\ncharge the super capacitor bank when the voltage difference is\ngreater than the predetermined minimum.\n18. The\nelectrical\nvehicle\nof claim 17, further comprising:\na\nbattery\nconnector reading device in the module\nbattery\nconnector for reading\nthe\nbattery\nconnector sensing device when the module\nbattery\nconnector and the\nvehicle\nbatter\nconnector are connected;\n13\na load connector reading device in the module load connector for reading the\nload\nconnector identifying device when the module load connector and the\nvehicle\nload connector are\nconnected;\nand wherein the controller is further programmed to monitor the\nbattery\nconnector\nsensing device and the load connector sensing device.\n19. The\nelectrical\nvehicle\nof claim 17, wherein the\nvehicle\nbattery\nconnector is\nconfigured to removably mate with the\nvehicle\nload connector such that the\nenergy storage\nmodule is selectively connectable to and disconnectable from the\nelectrical\nvehicle\n.\n20. The\nelectrical\nvehicle\nof claim 17, wherein the controller correlates\nthe voltage\ndifference to a pulse width modulation duty cycle, and charges the capacitor\nbank using the\nselected pulse width modulation duty cycle.\n21. The\nelectrical\nvehicle\nof claim 17, wherein at least one of the\nbattery\nconnector\nsensing device and the load connector sensing device identify the respective\nbattery\nconnected to\nthe\nbattery\nconnector or the\nelectrical\nvehicle\nconnected to the load\nconnector.\n22. The\nelectrical\nvehicle\nof claim 17, wherein at least one of the\nbattery\nconnector\nsensing device and the load connector sensing device sense connection to the\nrespective\nbattery\nor\nthe load via a proximity sensor.\n23. The\nelectrical\nvehicle\nof claim 17, wherein at least one of the\nbattery\nconnector\nsensing device and the load connector sensing device sense connection to the\nrespective\nbattery\nor\nthe load via an RFID tag.\n24. The\nelectrical\nvehicle\nof claim 17, wherein at least one of the\nbattery\nconnector\nsensing device and the load connector sensing device sense connection to the\nrespective\nbattery\nor\nthe load via a magnet.\n14 | 12/254,368 | United States of America | 2008-10-20 | Un module de stockage dénergie destiné à un véhicule électrique, comme un chariot élévateur, est révélé. Le module de stockage dénergie comprend une banque de super condensateurs ou dultra-condensateurs qui sont connectés entre la batterie et la charge. En fonctionnement, le module de stockage dénergie charge les condensateurs et emploie les condensateurs chargés pour égaliser la charge sur la batterie, limitant les pointes dappel de courant et assurant un profil de décharge substantiellement égal, où la décharge de la batterie est dans un état substantiellement stable. Le module de stockage dénergie comporte également des capteurs servant à déterminer le moment où la batterie et la charge sont connectées. | True |
| 114 | Patent 3136097 Summary - Canadian Patents Database | CA 3136097 | NaN | SEPARABLE TOW HOOK BRAKE RELEASE SYSTEM | SYSTEME DE LIBERATION DE FREIN DE CROCHET DE REMORQUAGE SEPARABLE | NaN | HICKEY, KYLE | NaN | 2020-06-04 | GOWLING WLG (CANADA) LLP | English | ARTISAN VEHICLE SYSTEMS, INC. | WO 2020/247620\nPCT/US2020/036111\nCLAIMS:\nI claim:\n1. An\nelectric\nmining\nvehicle\n, comprising:\na removable\nbattery\nframe, the removable\nbattery\nframe including\na tow hook,\na tow hook cylinder, and\na transfer cylinder, the transfer cylinder being hydraulically connected to\nthe tow\nhook cylinder; and\na main body portion of the\nelectric\nmining\nvehicle\n;\nwherein the main body portion of the\nelectric\nmining\nvehicle\nincludes a\nreceiver cylinder\nhydraulically connected to a brake release mechanism;\nwherein the receiver cylinder is located on the main body portion of the\nelectric\nmining\nvehicle\nin such a way as to be aligned with the transfer cylinder on the\nremovable\nbattery\nframe;\nand\nwherein the removable\nbattery\nframe is separable from the main body portion of\nthe\nelectric\nmining\nvehicle\nby disengaging a mechanical mounting and dismounting\nsystem.\n2. The\nelectric\nmining\nvehicle\nof claim 1, wherein\nthe receiver cylinder is located on a rear area of the main body portion of\nthe\nelectric\nmining\nvehicle\n;\nthe removable\nbattery\nframe mechanically attaches to the rear area of the main\nbody\nportion;\nthe transfer cylinder is located on a front side of the removable\nbattery\nframe; and\nthe tow hook and tow hook cylinder are both located on a rear side of the\nremovable\nbattery\nframe, opposite the front side of the removable\nbattery\nframe.\n3. The\nelectric\nmining\nvehicle\nof claim 1, wherein\n21\nCA 03136097 2021- 11- 1\nWO 2020/247620\nPCT/US2020/036111\nthe tow hook cylinder is located on the removable\nbattery\nframe such that the\ntow hook\ncylinder is mechanically actuated when a towing\nvehicle\nattaches to the tow\nhook.\n4. The\nelectric\nmining\nvehicle\nof claim 1, wherein\nthe tow hook cylinder is configured to hydraulically actuate the transfer\ncylinder when\nthe tow hook cylinder is actuated.\n5. The\nelectric\nmining\nvehicle\nof claim 1, wherein\nthe transfer cylinder is configured to mechanically actuate the receiver\ncylinder when the\ntransfer cylinder is actuated.\n6. The\nelectric\nmining\nvehicle\nof claim 1, wherein\nthe receiver cylinder is configured to hydraulically actuate the brake release\nmechanism\nwhen the receiver cylinder is actuated.\n22\nCA 03136097 2021- 11- 1\nWO 2020/247620\nPCT/US2020/036111\n7. An\nelectric\nmining\nvehicle\n, comprising\na removable\nbattery\nframe, the removable\nbattery\nframe including:\na tow hook,\na tow hook cylinder, and\na transfer cylinder, the transfer cylinder being hydraulically connected to\nthe tow\nhook cylinder;\nthe transfer cylinder being located on a front side of the removable\nbattery\nframe,\nand the tow hook and tow hook cylinder both being located on a rear side of\nthe removable\nbattery\nframe, opposite the front side of the removable\nbattery\nframe; and\na main body portion of the\nelectric\nmining\nvehicle\n;\nwherein:\nthe removable\nbattery\nframe reversibly attaches to a rear area of the main\nbody portion;\nthe main body portion of the\nelectric\nmining\nvehicle\nincludes a receiver\ncylinder\nhydraulically connected to a brake release mechanism, the receiver cylinder\nbeing located on the\nrear area of the main body portion;\nthe tow hook cylinder is located on the removable\nbattery\nframe such that the\ntow hook\ncylinder is mechanically actuated when a towing\nvehicle\nattaches to the tow\nhook;\nthe tow hook cylinder is configured to hydraulically actuate the transfer\ncylinder when\nthe tow hook cylinder is actuated;\nthe receiver cylinder on the main body portion is aligned with the transfer\ncylinder on the\nremovable\nbattery\nframe, such that the transfer cylinder is configured to\nmechanically actuate the\nreceiver cylinder when the transfer cylinder is actuated; and\nthe receiver cylinder is configured to hydraulically actuate the brake release\nmechanism\nwhen the receiver cylinder is actuated.\n23\nCA 03136097 2021- 11- 1\nWO 2020/247620\nPCT/US2020/036111\n8. The\nelectric\nmining\nvehicle\nof claim 7, wherein:\nthe removable\nbattery\nframe includes a mounting and dismounting system\nconfigured to\nmechanically attach the removable\nbattery\nframe to the main body portion of\nthe\nelectric\nmining\nvehicle\n; and\nthe mounting and dismounting system is configured to remain engaged with the\nmain\nbody portion when a lateral towing force is applied to the tow hook.\n9. The\nelectric\nmining\nvehicle\nof claim 7, wherein:\nthe removable\nbattery\nframe includes an upper retaining element and a lower\nretaining\nelement,\nthe upper retaining element and the lower retaining element being disposed on\nthe rear\nside of the removable\nbattery\nframe, opposite the tow hook;\nthe rear area of the main body portion of the\nelectric\nmining\nvehicle\nincludes\na upper\nhook configured to engage with the upper retaining element, and a lower hook\nconfigured to\nengage with the lower retaining element; and\nwherein the upper retaining element and the upper hook, and the lower\nretaining element\nand the lower hook, are configured to remain engaged with each other when a\nlateral force\nexceeding the weight of the\nelectric\nmining\nvehicle\nis applied to the tow\nhook.\n10. The\nelectric\nmining\nvehicle\nof claim 7, wherein:\nthe tow hook and the tow hook cylinder are located adjacent to a bottom side\nof the\nremovable\nbattery\nframe;\nthe tow hook extends laterally outward from the rear side of the removable\nbattery\nframe;\nand\nthe two hook cylinder is located adjacent to the tow hook on the rear side of\nthe\nremovable\nbattery\nframe.\n24\nCA 03136097 2021- 11- 1\nWO 2020/247620\nPCT/US2020/036111\n11. The\nelectric\nmining\nvehicle\nof claim 7, wherein the removable\nbattery\nframe includes:\na plurality of tow hooks; and\nat least one\nbattery\npack.\n12. The\nelectric\nmining\nvehicle\nof claim 7, wherein the brake release\nmechanism releases a\nparking brake on the\nelectric\nmining\nvehicle\nwhen actuated.\n13. The\nelectric\nmining\nvehicle\nof claim 7, wherein one end of the transfer\ncylinder is in\ndirect physical contact with one end of the receiver cylinder when the\nremovable\nbattery\nframe is\nattached to the rear area of the main body portion of the\nelectric\nmining\nvehicle\n.\n14. A\nvehicle\n, comprising:\na detachable portion including a tow hook and a first hydraulic system;\na main body portion including a brake release mechanism and a second hydraulic\nsystem\nconnected to the brake release mechanism;\nwherein the detachable portion is separable from the main body portion of the\nvehicle\nby\nmechanically disengaging a mounting and dismounting system;\nwherein the first hydraulic system and the second hydraulic system are\nmechanically\nconnected to each other; and\nwherein actuation of the first hydraulic system mechanically causes actuation\nof the\nsecond hydraulic system, and actuation of the second hydraulic system causes\nthe break release\nmechanism to release brakes on the\nvehicle\n.\n15. The\nvehicle\nof claim 14, wherein the first hydraulic system includes a\ntow hook cylinder\nlocated on a lower portion of a rear side of the detachable portion, the tow\nhook cylinder being\nconfigured such that it is mechanically actuated when a towing\nvehicle\nconnects to the tow hook.\nCA 03136097 2021- 11- 1\nWO 2020/247620\nPCT/US2020/036111\n16. The\nvehicle\nof claim 14, wherein the detachable portion is located at a\nrear of the\nvehicle\n,\nbehind a first wheel axle and behind a second wheel axle.\n17. The\nvehicle\nof claim 14, wherein:\nfirst hydraulic system includes a transfer cylinder;\nthe second hydraulic system includes a release actuator; and\nthe transfer cylinder and the release actuator are in physical contact with\neach other when\nthe detachable portion is attached to the main body portion.\n18. The\nvehicle\nof claim 14, wherein:\nthe detachable portion includes a first mounting and dismounting system;\nthe main body portion includes a second mounting and dismounting system;\nthe first mounting and dismounting system and second mounting and dismounting\nsystem\nbeing configured to physically interlock with each other, in such a manner\nthat they remain\ninterlocked when a towing force is applied to the tow hook on the detachable\nportion.\n19. The\nvehicle\nof claim 14, wherein:\nthe first hydraulic system includes a tow hook cylinder and a transfer\ncylinder, the tow\nhook cylinder and the transfer cylinder being hydraulically connected to each\nother;\nthe second hydraulic system includes a release actuator, the release actuator\nbeing\nhydraulically connected to the brake release mechanism;\nthe transfer cylinder includes a first alignment structure;\nthe release actuator includes a second alignment structure; and\nthe first alignment structure and the second alignment stmcture physically\ninterface with\neach other, such that a transfer force is applied by the transfer cylinder to\nthe release actuator.\n20. The\nvehicle\nof claim 14, wherein the\nvehicle\nis an\nelectric\nmining\nvehicle\n.\n26\nCA 03136097 2021- 11- 1 | 16/434,405 | United States of America | 2019-06-07 | La présente invention concerne un système de libération de frein pour un véhicule, lequel système sert à transférer un mouvement mécanique entre deux actionneurs hydrauliques. Le système comprend un premier système hydraulique sur une partie amovible du véhicule et un second système hydraulique sur un châssis principal du véhicule. Les deux systèmes hydrauliques viennent mécaniquement en prise l'un avec l'autre là où la partie amovible du véhicule se fixe au châssis principal. De cette manière, une force appliquée à la partie amovible du véhicule, lorsque le crochet de remorquage du véhicule est en prise, peut être transférée pour libérer le frein de stationnement sur le châssis principal sans liaison hydraulique entre la partie amovible et le châssis principal. Ceci peut être utile quand un cadre de batterie amovible avec un crochet de remorquage constitue une partie arrière séparable d'un véhicule électrique, permettant au cadre de batterie d'être retiré rapidement et efficacement du châssis principal du véhicule. | True |
| 115 | Patent 3049130 Summary - Canadian Patents Database | CA 3049130 | NaN | SECONDARYBATTERYPACK WITH IMPROVED THERMAL MANAGEMENT | BLOC-BATTERIE SECONDAIRE A GESTION THERMIQUE AMELIOREE | NaN | O'NEIL, VIRGINIA, HANLEY, JESSICA, KIHARA, MATTHEW, BROWN, LEEANNE, WATSON, MICHAEL JOHN, TIMMONS, MATTHEW PAUL | NaN | 2018-02-07 | ROBIC | English | ELKEM SILICONES USA CORP. | 42\nWe claim:\n1. A secondary\nbattery\npack comprising:\n- at least one\nbattery\nmodule casing 102 in which is disposed a plurality of\nbattery\ncells 103 which are\nelectrically\nconnected to one another,\n- a silicone rubber syntactic foam comprising a silicone rubber binder and\nhollow\nglass beads, and said silicone rubber syntactic foam fills partially or fully\nthe open\nspace of said\nbattery\nmodule casing 102 and/or covering partially or totally\nsaid\nbattery\ncells 103 and/or covering partially or totally said module casing 102,\nand\n- optionally a lid covering the\nbattery\nmodule casing 102.\n2. A secondary\nbattery\npack according to claim 1, wherein\nbattery\ncells 103\nare of lithium-ion\ntype.\n3. A secondary\nbattery\npack according to claim 1 wherein said silicone rubber\nsyntactic foam\nis obtained by curing an addition curing type organopolysiloxane composition\nX.\n4. A secondary\nbattery\npack according to claim 1, further comprising a\nplurality of heat\ndissipation members which are disposed at two or more interfaces between the\nbattery\ncells,\nand at least one heat exchange member integrally interconnecting the heat\ndissipation\nmembers which is mounted to one side of the\nbattery\nmodule casing 102, whereby\nheat\ngenerated from the\nbattery\ncells during the charge and discharge of the\nbattery\ncells is\nremoved by the heat exchange member.\n5. A secondary\nbattery\npack according to claim 4, wherein heat dissipation\nmembers are\nmade of a thermally conductive material exhibiting high thermal conductivity\nand the heat\nexchange member is provided with one or more coolant channels for allowing a\ncoolant such\nas a liquid or a gas to flow there.\n6. A secondary\nbattery\npack according to claim 1, wherein hollow glass beads\nare hollow\nborosilicate glass microspheres.\n7. A secondary\nbattery\npack according to claim 6, wherein the hollow\nborosilicate glass\nmicrospheres have true density ranging from 0.10 gram per cubic centimeter to\n0.65 gram\nper cubic centimeter.\n8. A secondary\nbattery\npack according to claim 1, wherein the level of hollow\nglass beads is\nup to 80% volume loading in the silicone rubber syntactic foam, and preferably\nbetween 5%\nand 70% by volume loading of the silicone rubber syntactic foam.\n43\n9. A secondary\nbattery\npack according to claim 1, wherein said silicone rubber\nsyntactic foam\nis used as a potting material disposed either in said\nbattery\nmodule casing\n102 to at least\npartially encapsulate said plurality of\nbattery\ncells 103 and/or outside the\nbattery\nmodule\ncasing 102 so as to at least partially encapsulate the said\nbattery\nmodule\ncasing 102.\n10. A secondary\nbattery\npack according to claim 3, wherein the addition curing\ntype\norganopolysiloxane composition X comprises:\na) at least one organopolysiloxane A having at least two alkenyl groups bonded\nto\nsilicon per molecule, said alkenyl groups each containing from 2 to 14 carbon\natoms,\npreferably said alkenyl groups are chosen from the group consisting of vinyl,\nallyl,\nhexenyl, decenyl and tetradecenyl, and most preferably said alkenyl groups are\nvinyl\ngroups,\nb) at least one silicon compound B having at least two and preferably at least\nthree\nhydrogen atoms bonded to silicon per molecule,\nc) hollow glass beads D, and preferably hollow borosilicate glass\nmicrospheres,\nd) a hydrosilylation catalyst C,\ne) optionally at least one cure rate controller G which slows the curing rate,\nf) optionally at least one reactive diluent E which reacts through\nhydrosilylation\nreaction, and\ng) optionally at least one additive H such as a pigment, a dye, clays, a\nsurfactant,\nhydrogenated castor oil, wollastonite, aluminium trihydrate, magnesium\nhydroxide,\nhalloysite, huntite hydromagnesite, expandable graphite, zinc borate, mica or\na\nfumed silica.\n11. A process for preparation of a secondary\nbattery\npack as defined in claims\n3 or 10\ncomprising the steps of:\na) preparing at least one\nbattery\nmodule casing 102 in which is disposed a\nplurality of\nbattery\ncells 103 which are\nelectrically\nconnected to one another,\nb) introducing into the said\nbattery\nmodule casing 102 the addition curing\ntype\norganopolysiloxane composition X as defined in claim 3 or 11,\nc) filling completely or partially said\nbattery\nmodule casing 102, and\nd) allowing the curing to occur so as to form a silicone rubber syntactic foam\ncomprising a silicone rubber binder and hollow glass beads, and optionally\ne) covering the\nbattery\nmodule casing 102 with a lid.\n12. A process according to claim 11 wherein the preparation of the addition\ncuring type\norganopolysiloxane composition X comprising the steps of:\na) feeding into a base feed line a liquid silicone base MS1 comprising:\n44\ni) at least one organopolysiloxane A having at least two alkenyl groups\nbonded to silicon per molecule, said alkenyl groups each containing from 2 to\n14 carbon atoms, preferably said alkenyl groups are chosen from the group\nconsisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups,\nii) hollow glass beads D, and preferably hollow borosilicate glass\nmicrospheres D1,\niii) at least one silicon compound B having at least two and preferably at\nleast\nthree hydrogen atoms bonded to silicon per molecule, and\niv) optionally a cure rate controller G which slows the curing rate,\nb) feeding into a catalyst feed line a catalyst master batch MC comprising:\ni) at least one hydrosilylation catalyst C; and\nii) optionally, at least one organopolysiloxane A having at least two alkenyl\ngroups bonded to silicon per molecule, said alkenyl groups each containing\nfrom 2 to 14 carbon atoms, preferably said alkenyl groups are chosen from the\ngroup consisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups;\nc) feeding into an inhibitor feed line an inhibitor master batch MI\ncomprising:\ni) a cure rate controller G which slows the curing rate; and\nii) optionally, at least one organopolysiloxane A having at least two alkenyl\ngroups bonded to silicon per molecule, said alkenyl groups each containing\nfrom 2 to 14 carbon atoms, preferably said alkenyl groups are chosen from the\ngroup consisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups; and\nd) optionally feeding into an additive feed line an additive masterbatch MA\ncomprising:\ni) at least one additive H such as a pigment, a dye, clays, a surfactant,\nhydrogenated castor oil, wollastonite, aluminium trihydrate, magnesium\nhydroxide, halloysite, huntite, hydromagnesite, expandable graphite, zinc\nborate, mica or a fumed silica, and\nii) optionally at least one organopolysiloxane A having at least two alkenyl\ngroups bonded to silicon per molecule, said alkenyl groups each containing\nfrom 2 to 14 carbon atoms, preferably said alkenyl groups are chosen from the\ngroup consisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups; and\ne) directing said liquid silicone base MS1, said catalyst master batch MC and\nsaid\ninhibitor master batch MI and optionally said additive masterbatch MA into a\ntank to\nobtain the addition curing type organopolysiloxane composition X.\n45\n13. A process according to claim 11 wherein the preparation of the addition\ncuring type\norganopolysiloxane composition X comprising the steps of:\na) feeding into a base feed line a liquid silicone base MS2 comprising:\ni) at least one organopolysiloxane A having at least two alkenyl groups\nbonded to silicon per molecule, said alkenyl groups each containing from 2 to\n14 carbon atoms, preferably said alkenyl groups are chosen from the group\nconsisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups, and\nii) at least one silicon compound B having at least two and preferably at\nleast\nthree hydrogen atoms bonded to silicon per molecule,\niii) optionally a cure rate controller G which slows the curing rate,\nb) feeding into a catalyst feed line a catalyst master batch MC comprising:\ni) at least one hydrosilylation catalyst C; and\nii) optionally, at least one organopolysiloxane A having at least two alkenyl\ngroups bonded to silicon per molecule, said alkenyl groups each containing\nfrom 2 to 14 carbon atoms, preferably said alkenyl groups are chosen from the\ngroup consisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups;\nc) feeding into an inhibitor feed line an inhibitor master batch MI\ncomprising:\ni) a cure rate controller G which slows the curing rate; and\nii) optionally, at least one organopolysiloxane A having at least two alkenyl\ngroups bonded to silicon per molecule, said alkenyl groups each containing\nfrom 2 to 14 carbon atoms, preferably said alkenyl groups are chosen from the\ngroup consisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups; and\nd) optionally feeding into an additive feed line an additive masterbatch MA\ncomprising:\ni) at least one additive H such as a pigment, a dye, clays, a surfactant,\nhydrogenated castor oil, wollastonite, aluminium trihydrate, magnesium\nhydroxide, halloysite, huntite hydromagnesite, expandable graphite, zinc\nborate, mica or a fumed silica, and\nii) optionally at least one organopolysiloxane A having at least two alkenyl\ngroups bonded to silicon per molecule, said alkenyl groups each containing\nfrom 2 to 14 carbon atoms, preferably said alkenyl groups are chosen from the\ngroup consisting of vinyl, allyl, hexenyl, decenyl and tetradecenyl, and most\npreferably said alkenyl groups are vinyl groups;\n46\ne) directing said liquid silicone base MS2, said catalyst master batch MC and\nsaid\ninhibitor master batch MI and optionally said additive masterbatch MA into a\nstirring\ntank; and\nf) operating said stirring tank, thereby mixing said liquid silicone base MS1,\nsaid\ncatalyst master batch MC and said inhibitor master batch MI and optionally\nsaid\nadditive masterbatch MA preferably by using a high flow, low-shear mixer, and\ng) adding hollow glass beads D and preferably hollow borosilicate glass\nmicrospheres\nD1 into said stirring tank, preferably by means using gravity discharge or\nscrew\nfeeder to obtain the addition curing type organopolysiloxane composition X.\n14. A secondary\nbattery\npack according to claim 1 which is located within a\nvehicle\n.\n15. A secondary\nbattery\npack according to claim 1 which is located in an\nautomotive motor\nvehicle\n.\n16. A secondary\nbattery\npack according to claim 1 which is located in an all-\nelectric\nvehicle\n(EV), a plug-in hybrid\nvehicle\n(PHEV), a hybrid\nvehicle\n(HEV).\n17. A secondary\nbattery\npack according to claim 1 which is located in: an\naircraft, a boat, a\nship, a train or wall unit. | 62/456,502 | United States of America | 2017-02-08 | La présente invention concerne un nouveau bloc-batterie secondaire à gestion thermique améliorée utile pour un véhicule entièrement électrique (EV), un véhicule hybride enfichable (PHEV), un véhicule hybride (HEV), ou des blocs-batteries utilisés pour d'autres batteries de véhicules, et plus particulièrement, l'utilisation d'un matériau spécifique pour isoler thermiquement un bloc-batterie secondaire et réduire en outre la propagation d'emballement thermique à l'intérieur d'un bloc-batterie. | True |
| 116 | Patent 2781346 Summary - Canadian Patents Database | CA 2781346 | NaN | SYSTEM FOR AUTO-EXCHANGING OFELECTRICVEHICLEBATTERY | SYSTEME D'ECHANGE AUTOMATIQUE DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | YU, CHI-MAN | 2015-12-01 | 2012-06-22 | BRION RAFFOUL | English | MOTEX PRODUCTS CO., LTD., KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION, INDUSTRY-UNIVERSITY COOPERATION FOUNDATION OF KOREA AEROSPACE UNIVERSITY | 23\nWhat is claimed is:\n1. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na horizontal frame of a predetermined area formed at a\nlocation higher than the\nelectric\nvehicle\n;\na plurality of\nbattery\nstands formed on a bottom surface of\nthe horizontal frame at a predetermined interval;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides of the horizontal frame,\nrespectively;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and a grasping means installed on a lower end of the\nmovable rail and adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\nbattery\nseated on the\nbattery\nstand and exchange\neach other.\n2. The system as claimed in claim 1, wherein, when there are n\nbattery\nstands, at least (n-1) discharged\nbatteries\nor fully-\ncharged\nbatteries\nare seated on the\nbattery\nstands.\n24\n3. The system as claimed in claim 1, further comprising:\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess.\n4. The system as claimed in claim 3, wherein the image sensing\ndevice comprises:\na CCD camera adapted to take images to determine whether the\nbattery\nmounting recess is in a movement area of the movable\nrail or not when the\nelectric\nvehicle\nstopped;\nan image information processing unit adapted to receive an\nimage signal from the CCD camera and process the image signal;\na memory unit adapted to store a reference value for position\ncorrection of the movable rail; and\n25\na calculation unit adapted to calculate a position correction\nvalue based on the reference value stored in the memory unit and\na stop position of the\nelectric\nvehicle\ndetected by the image\ninformation processing unit, and\nthe control unit is adapted to apply an operating signal to\nthe driving means, based on the position correction value\ncalculated by the calculation unit, so as to drive positions of\nthe variable guide rail and the movable rail from absolution\npositions to corrected positions.\n5. The system as claimed in claim 4, wherein at least two CCD\ncameras are positioned diagonally to minimize errors occurring\nduring image recognition by the image recognition device.\n6. The system as claimed in claim 3, wherein each\nbattery\nstand is supplied with\nelectricity\nto charge a discharged\nbattery\n.\n7. The system as claimed in claim 6, wherein the control unit\nis circuit-connected to respective\nbattery\nstands and adapted to\ndetermine whether a\nbattery\nis seated or not, determine whether\nrespective\nbatteries\nseated on the\nbattery\nstands are fully\ncharged or not, and control the driving means of the movable\nrail and the variable guide rail so that a discharged\nbattery\n26\npicked up from the\nelectric\nvehicle\nis transferred to an empty\nbattery\nstand and a fully-charged\nbattery\nis solely transferred\nto the\nelectric\nvehicle\n.\n8. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na loader formed at a location higher than the\nelectric\nvehicle\n, the loader having loading space units of multiple tiers\nand multiple columns;\nbattery\nstands arranged on respective loading space units of\nthe loader and adapted to move horizontally to a loading space\nunit of a different column;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides, respectively, with\nregard to an upper portion of the loader and the upper portion\nof the\nelectric\nvehicle\n;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and\na grasping means installed on a lower end of the movable rail\nand adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\n27\nbattery\ntransferred to the upper portion of the loader and\nexchange each other.\n9. The system as claimed in claim 8, wherein the loader has\nloading space units of multiple tiers and three columns, the\nloading space units of the center column have upward/downward\nopenings so that a lifting/lowering rod ascends/descends\nupwards/downwards through the openings, and\nbattery\nstands\nloaded with fully-charged\nbatteries\nare arranged on the loading\nspace units of the left and right columns, which are positioned\non both sides of the loading space units of the center column,\nand adapted to slide horizontally.\n10. The system as claimed in claim 9, wherein through-holes are\nformed on the\nbattery\nstands so that the lifting/lowering rod\ncan pass.\n11. The system as claimed in claim 9, wherein a receiving space\nunit is formed near a lowest one of the loading space units of\nthe left or right column so that a\nbattery\nstand loaded with a\nfully-charged\nbattery\nor a discharged\nbattery\nis received in a\nloading space unit of the loader.\n12. The system as claimed in claim 8, further comprising:\n28\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess. | NaN | NaN | NaN | Linvention concerne un système permettant lautoéchange dune batterie de véhicule électrique. Le système comprend ceci : un cadre horizontal dune superficie prédéterminée formé à un emplacement plus élevé que le véhicule électrique; plusieurs plates-formes pour batteries formées sur une surface de fond du cadre horizontal à un intervalle prédéterminé; une paire de rails-guides fixes disposés sur les côtés avant et arrière ou sur les côtés gauche et droit du cadre horizontal, respectivement; un rail-guide variable adapté pour se déplacer à lhorizontale le long de laxe de X et de laxe des Y, le long des rails-guides fixes; un rail mobile adapté pour se déplacer à lhorizontale le long de laxe des Y ou de laxe des X, le long du rail-guide variable et pour monter ou descendre à la verticale; et un élément de prise installé sur une extrémité inférieure du rail mobile et adapté pour ramasser une batterie du véhicule électrique ou une batterie sise sur la plate-forme pour batterie et les échanger entre elles. | True |
| 117 | Patent 3040010 Summary - Canadian Patents Database | CA 3040010 | NaN | VEHICLEHAVING ANELECTRICALLYOPERATED DRIVE MOTOR | DISPOSITIF DE VERROUILLAGE DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | HEINEMANN, STEFAN | NaN | 2017-09-26 | GOWLING WLG (CANADA) LLP | English | ABUS AUGUST BREMICKER SOHNE KG | 10\nClaims\n1. A\nvehicle\nhaving an\nelectrically\noperated drive motor (10), having a\nbattery\n(18) for the energy supply of the drive motor (10) that is secured in a\nbattery\ncompartment (20) of the\nvehicle\nby an\nelectrically\nunlockable\nbattery\nlock (24) and that can be removed from the\nbattery\ncompartment\n(20) after unlocking the\nbattery\nlock (24), and having a control unit for the\nbattery\nlock (24).\n2. A\nvehicle\nin accordance with claim 1,\ncharacterized in that\nthe\nbattery\nlock (24) locks automatically after the insertion of the\nbattery\n(18) into the\nbattery\ncompartment (20).\n3. A\nvehicle\nin accordance with claim 1 or claim 2,\ncharacterized in that\nthe control unit is integrated into a motor control for the drive motor (10).\n4. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe control unit is implemented in an onboard computer (12) that is\nattached to the\nvehicle\nin a manner removable by a user.\n5. A\nvehicle\nin accordance with claim 4,\ncharacterized in that\nthe onboard computer (12) has an input means actuable by a user to\nunlock the\nbattery\nlock (24).\n6. A\nvehicle\nin accordance with claim 1 or claim 2,\n11\ncharacterized in that\nthe control unit is integrated into the\nbattery\nlock (24).\n7. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe\nbattery\nlock (24) has an operating element that is actuable by a user,\nin particular manually, for unlocking the\nbattery\nlock (24).\n8. A\nvehicle\nin accordance with claim 7,\ncharacterized in that\nthe control unit only permits an unlocking of the\nbattery\nlock (24) by means\nof the operating element as long as an onboard computer (12) is attached\nto the\nvehicle\n.\n9. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe\nvehicle\nhas an\nelectrically\nlockable frame lock (16) that is\nelectrically\nlockable by removing an onboard computer (12) from the\nvehicle\n.\n10. A\nvehicle\nin accordance with claim 9,\ncharacterized in that\nthe control unit only permits an unlocking of the\nbattery\nlock (24) when the\nframe lock (16) is locked.\n11. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe control unit blocks an unlocking of the\nbattery\nlock (24) as long as the\nvehicle\nis in motion.\n12. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\n12\nan onboard computer (12) receives data from a motion sensor, positional\nsensor, speed sensor and/or pedaling frequency sensor of the\nvehicle\n,\ndetermines whether the\nvehicle\nis in motion from these data, and transmits\na signal indicating the movement state of the\nvehicle\nto the control unit.\n13. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe\nbattery\nlock (24) comprises a latch that locks the\nbattery\n(18) received\nin the\nbattery\ncompartment (20) in a locked position and that can be\nbrought by an\nelectric\ndrive into an unlocked position in which the latch\nreleases the\nbattery\n(18) received in the\nbattery\ncompartment (20).\n14. A\nvehicle\nin accordance with claim 13,\ncharacterized in that\nthe latch is preloaded into its locked position by a spring.\n15. A\nvehicle\nin accordance with claim 13 or claim 14,\ncharacterized in that\nthe\nbattery\nlock (24) is arranged at the frame side and the latch engages in\nits locked position into a latch receiver of the\nbattery\n(18) received in the\nbattery\ncompartment (20); or\nin that the\nbattery\nlock (24) is arranged at the\nbattery\nside and the latch\nengages in its locked position into a latch receiver formed at the frame\nside with a\nbattery\n(18) received in the\nbattery\ncompartment (20).\n16. A\nvehicle\nin accordance with claim 13 or claim 14,\ncharacterized in that\nthe latch in its locked position blocks a lever by which the\nbattery\n(18) can\nbe levered out of the\nbattery\ncompartment (20).\n17. A\nvehicle\nin accordance with at least one of the claims 13 to 16,\n13\ncharacterized in that\nthe\nelectric\ndrive comprises an\nelectric\nmotor and an eccentric member\nthat is connected between the\nelectric\nmotor and the latch.\n18. A\nvehicle\nin accordance with at least one of the claims 13 to 16,\ncharacterized in that\nthe\nelectric\ndrive comprises an electromagnetic actuator. | 10 2016 119 570.7 | Germany | 2016-10-13 | L'invention concerne un véhicule comprenant un moteur d'entraînement à fonctionnement électrique, une batterie pour l'alimentation en énergie du moteur d'entraînement, laquelle est bloquée dans un compartiment à batterie du véhicule par un dispositif de verrouillage de batterie et laquelle peut être retirée du compartiment à batterie après déverrouillage du dispositif de verrouillage de batterie, et une unité de commande pour le dispositif de verrouillage de batterie. | True |
| 118 | Patent 2530773 Summary - Canadian Patents Database | CA 2530773 | NaN | FLYWHEEL-DRIVENVEHICLE | VEHICULE ACTIONNE PAR UN VOLANT | NaN | BERBARI, GEORGE EDMOND | NaN | 2004-05-27 | EDWARD, VALERIE G. | English | NEBULA CAR COMPANY, LLC | WHAT IS CLAIMED IS:\n1. A\nvehicle\nhaving a flywheel drive system comprising:\na flywheel that is connected to a\nvehicle\ndrive system and that\nprovides energy to drive the\nvehicle\n;\nan\nelectric\nmotor that is connected to and that causes the rotation of\nthe flywheel;\na charger assembly;\ntwo drive\nbatteries\n, each\nelectrically\nconnectable to the\nelectric\nmotor\nand the charger assembly;\nwherein when one of the drive\nbatteries\nis\nelectrically\nconnected to the\nelectric\nmotor, the other drive\nbattery\nis\nelectrically\nconnected to the\ncharger\nassembly;\nwherein the charger assembly comprises a charger, an inverter, a\ncharger\nbattery\n, and an alternator, further wherein the alternator is\nconnected to the\nvehicle\ndrive system; and\nfurther wherein the alternator is\nelectrically\nconnected to and\nenergizes the charger\nbattery\nwhen the\nvehicle\nis in motion, the charger\nbattery\nis\nelectrically\nconnected to and powers the inverter, the inverter is\nelectrically\nconnected to and powers the charger, and the charger is\nelectrically\nconnected to and recharges the drive\nbattery\nthat is not\nconnected to the\nelectric\nmotor.\n-13-\n2. A\nvehicle\nas described in claim 1, further comprising a switch\nelectrically\nconnected to the\nelectric\nmotor, the charger assembly, and the\ntwo drive\nbatteries\n;\nwherein the switch is adapted change\nelectrical\nconnection from a first\nstate where first drive\nbattery\nand\nelectric\nmotor axe connected, and second\ndrive\nbattery\nand charger assembly are connected to a second state where\nfirst drive\nbattery\nand charger assembly are connected, and second drive\nbattery\nand\nelectric\nmotor are connected.\n3. A\nvehicle\nas described in claim 2, where in the switch is a manual\nswitch.\n4. A\nvehicle\nas described in claim 2, where in the switch comprises a\nvoltmeter, and wherein the switch automatically changes\nelectrical\nconnections based upon predetermined voltmeter readings.\n5. A\nvehicle\nas described in claim 1, wherein each drive\nbattery\nis set\nof a plurality of\nbatteries\nconnected together in series.\n6. A\nvehicle\nas described in claim 1, wherein the weight of the\nflywheel is in the range of about five percent to about ten percent of the\nweight of the\nvehicle\n.\n-14-\n7. A\nvehicle\nas described in claim 1, wherein the charger is a cell-type\ncharger.\n8. A\nvehicle\nas described in claim 1, wherein the flywheel is connected\nto the\nvehicle\ndrive system through a set of variable speed sheaves.\n-15- | 10/606,698 | United States of America | 2003-06-26 | L'invention porte sur un véhicule actionné par un volant et entraîné par un moteur électrique. La rotation du volant est déclenchée et maintenue par le moteur électrique qui est lui-même excité alternativement par une pluralité de batteries (ou jeux de batteries). Un ensemble chargeur est raccordé à la pluralité de batteries. En fonctionnement, une batterie excite à un moment donné le moteur électrique tandis que, simultanément, s'effectue le chargement de l'autre ou des autres batteries. | True |
| 119 | Patent 2911036 Summary - Canadian Patents Database | CA 2911036 | NaN | LARGEELECTRICVEHICLEPOWER STRUCTURE AND ALTERNATING-HIBERNATIONBATTERYMANAGEMENT AND CONTROL METHOD THEREOF | ARCHITECTURE D'ALIMENTATION EN ENERGIE POUR GROS VEHICULE ELECTRIQUE ET PROCEDE DE COMMANDE DE CLASSEMENT RESIDUEL SEQUENTIEL DE BOITIERS DE BATTERIE ASSOCIE | NaN | CHANG, HSIN-YUAN, CHEN, GORDON CHING, CHEN, ANTHONY AN-TAO | NaN | 2014-04-30 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. An alternating-hibernation\nbattery\nmanagement and control method for a\npower\nstructure of a large\nelectric\nvehicle\n, the power structure of the\nelectric\nvehicle\ncomprising a vehicular computer with a sorting controller, plural\nconfiguration-variable series-type\nbattery\nboxes in parallel connection and a\ndriving device, each of the plural configuration-variable series-type\nbattery\nboxes\ncomprising plural\nbattery\nmodules in series connection, the alternating-\nhibernation\nbattery\nmanagement and control method comprising steps of:\n(a) the vehicular computer calculating a required number of\nbattery\nmodules\nand a required number of configuration-variable series-type\nbattery\nboxes\naccording to a\nvehicle\n-driving demand of the driving device;\n(b) the vehicular computer performing a temperature protection process, so\nthat\nthe\nbattery\nmodule with a higher temperature is marked as an unavailable\nbattery\nmodule;\n(c) the sorting controller calculating module scores of all\nbattery\nmodules,\nand\ngenerating a\nbattery\nmodule sorting result of each configuration-variable\nseries-type\nbattery\nbox according to the module scores;\n(d) the sorting controller enabling the required number of\nbattery\nmodules\nwith\nthe highest module scores in each configuration-variable series-type\nbattery\nbox\naccording to the required number of\nbattery\nmodules and the\nbattery\nmodule\nsorting result of each configuration-variable series-type\nbattery\nbox;\n(e) the sorting controller calculating a\nbattery\nbox score of each\nconfiguration-variable series-type\nbattery\nbox according to the module scores\nof\nthe enabled\nbattery\nmodules in each configuration-variable series-type\nbattery\nbox,\nand generating a\nbattery\nbox sorting result according to the\nbattery\nbox\nscore; and\n29\n(f) the sorting controller controlling at least one configuration-variable\nseries-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result to\nbe in a\nhibernation mode.\n2. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (a), the vehicular computer detects or forecasts a motor speed of the\nelectric\nvehicle\n, calculates a DC bus voltage according to the motor speed, and\ndetermines\nthe required number of\nbattery\nmodules according to the DC bus voltage.\n3. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (a), the vehicular computer detects or forecasts a motor torque of the\nelectric\nvehicle\n, and determines the required number of configuration-variable series-\ntype\nbattery\nboxes according to the motor torque.\n4. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\ntemperature protection process of the step (b), the vehicular computer detects\ntemperatures of the plural\nbattery\nmodules and marks the\nbattery\nmodule with\nthe\nhigher temperature as the unavailable\nbattery\nmodule.\n5. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (c), the module score of each\nbattery\nmodule is defined according to a\nstate of\ncharge, a state of health and/or a temperature information of the\nbattery\nmodule.\n6. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (d), the\nbattery\nmodule that is not enabled is further connected to a\nbypass\nloop.\n7. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (e), the module scores of the enabled\nbattery\nmodules in the step (c) are\naccumulated as the corresponding\nbattery\nbox score.\n8. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (f), at least one power transistor corresponding to the at least one\nconfiguration-variable series-type\nbattery\nbox in the last rank of the\nbattery\nbox\nsorting result is controlled to disconnect the configuration-variable series-\ntype\nbattery\nbox from the driving device, so that the configuration-variable series-\ntype\nbattery\nbox is in the hibernation mode.\n9. A power structure of a large\nelectric\nvehicle\n, the power structure\ncomprising:\nplural configuration-variable series-type\nbattery\nboxes connected with each\nother in parallel, wherein each of the plural configuration-variable series-\ntype\nbattery\nboxes comprises plural\nbattery\nmodules, and the plural\nbattery\nmodules\nare\nconnected with each other in series;\na driving device connected with the plural configuration-variable series-type\nbattery\nboxes, wherein the driving device comprises a motor for driving the\nlarge\n31\nelectric\nvehicle\nand a motor drive for driving the motor; and\na vehicular computer connected with the plural configuration-variable\nseries-type\nbattery\nboxes for detecting a\nvehicle\n-driving demand of the\ndriving\ndevice, calculating a required number of\nbattery\nmodules and a required number\nof\nconfiguration-variable series-type\nbattery\nboxes, and performing a temperature\nprotection process to mark the\nbattery\nmodule with a higher temperature as an\nunavailable\nbattery\nmodule, wherein the vehicular computer further comprises a\nsorting controller for performing a\nbattery\nbox alternating-hibernation\nsorting\nprocess, wherein while the\nbattery\nbox alternating-hibernation sorting process\nis\nperformed, the sorting controller calculates module scores of the\nbattery\nmodules\nof each configuration-variable series-type\nbattery\nbox to obtain a\nbattery\nmodule\nsorting result according to the module scores, enables the required number of\nbattery\nmodules with the highest module scores according to the\nbattery\nmodule\nsorting result, sorts the plural configuration-variable series-type\nbattery\nboxes to\nobtain a\nbattery\nbox sorting result, and controls at least one configuration-\nvariable\nseries-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result to\nbe in the\nhibernation mode.\n10. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nwherein\neach configuration-variable series-type\nbattery\nbox further comprises a\nbattery\nbox\nmonitoring board, wherein the\nbattery\nbox monitoring board is connected with\nthe\nvehicular computer and the corresponding\nbattery\nmodules, and the\nbattery\nbox\nmonitoring board receives a command from the vehicular computer so as to\ncontrol\nthe corresponding\nbattery\nmodule.\n11. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nwherein\n32\nwhile the temperature protection process is performed, the vehicular computer\ndetects temperatures of the plural\nbattery\nmodules and marks the\nbattery\nmodule\nwith the higher temperature as the unavailable\nbattery\nmodule, wherein the\nunavailable\nbattery\nmodule is not joined in the\nbattery\nbox alternating-\nhibernation\nsorting process.\n12. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nwherein\neach\nbattery\nmodule further comprises a\nbattery\nmodule monitoring board, a\nbattery\ncore string, a relay and a bypass loop, wherein the relay is\nselectively\nconnected with the\nbattery\ncore string or the bypass loop under control of the\nbattery\nmodule monitoring board, so that the\nbattery\nmodule is selectively in\na\npower supply mode or the hibernation mode.\n13. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nfurther\ncomprising plural power transistors, wherein the plural power transistors are\narranged between respective configuration-variable series-type\nbattery\nboxes\nand\nthe driving device, and the plural power transistors are connected with the\nvehicular computer, wherein according to a command from the vehicular\ncomputer,\nthe corresponding power transistor controls the corresponding\nconfiguration-variable series-type\nbattery\nbox to be in the hibernation mode.\n33 | 61/817,607 | United States of America | 2013-04-30 | L'invention concerne un procédé de commande du classement résiduel séquentiel des boîtiers de batterie d'une architecture d'alimentation en énergie pour un gros véhicule électrique. L'architecture d'alimentation en énergie comprend une unité de commande électronique dotée d'une unité de commande de classement, une pluralité de boîtiers de batterie du type connectés en série à configuration variable et un dispositif moteur, chaque boîtier de batterie du type connecté en série à configuration variable comprenant également une pluralité de modules de batterie. Le procédé de commande du classement résiduel séquentiel des boîtiers de batterie comprend les étapes suivantes : une unité de commande électronique calcule le nombre demandé de modules de batterie et de boîtiers (S21) de batterie du type connectés en série à configuration variable; l'unité de commande électronique exécute un programme (S22) de protection de température; une unité de commande de classement calcule une intégration de module et génère un classement (S23) de modules de batterie; l'unité de commande de classement démarre les modules de batterie en fonction du nombre demandé et du classement (S24) des modules de batterie; l'unité de commande de classement calcule une intégration de boîtiers de batterie et génère un classement (S25) de boîtiers de batterie; et l'unité de commande de classement indique au boîtier de batterie de type connecté en série à configuration variable, situé à la fin du classement de boîtiers de batterie d'entrer dans un mode de veille (S26). | True |
| 120 | Patent 2713688 Summary - Canadian Patents Database | CA 2713688 | NaN | BATTERYPACK MANAGEMENT STRATEGY IN A HYBRIDELECTRICMOTORVEHICLE | STRATEGIE DE GESTION DE BLOC-BATTERIE DANS UN VEHICULE A MOTEUR ELECTRIQUE HYBRIDE | NaN | MILLER, STANTON E. | NaN | 2009-03-25 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | WHAT IS CLAIMED IS:\n1. A hybrid\nelectric\nvehicle\ncomprising:\na chassis comprising wheels on which the\nvehicle\ntravels;\na powertrain coupled to driven ones of the wheels;\nan ignition switch that when operated to an "on" position enables the\npowertrain to propel the\nvehicle\nand when operated to an "off' position shuts\ndown\nthe powertrain;\nthe powertrain comprising an internal combustion engine having a rotary\noutput coupled to a rotary input of an\nelectric\nmotor/generator that has a\nrotary\noutput coupled to the driven wheels;\na\nbattery\npack coupled to the motor/generator through a controller for\nselectively operating the motor/generator as a motor that draws\nelectricity\nfrom the\nbattery\npack to add torque to the powertrain and as a generator that delivers\nelectricity\nto the\nbattery\npack to subtract torque from the powertrain when a\nmanagement strategy for the\nbattery\npack allows such operation;\nthe controller being selectively operable to any of multiple strategies for\nmanaging the\nbattery\npack via an algorithm that, when the ignition switch is\noperated from "off' position to "on" position, operates to select a particular\nbattery\npack management strategy according to a calibratable parameter that, for the\nvehicle\n, has been set to a particular one of multiple values;\na first of the calibratable parameter values being effective to cause the\nalgorithm to set the\nbattery\npack management strategy to the same\nbattery\npack\nmanagement strategy that was being used when the ignition switch was last\noperated from "on" position to "off' position, and a second of the\ncalibratable\nparameter values being effective to cause the algorithm to set the\nbattery\npack\nmanagement strategy to a strategy that is determined by the number of times\nthat\n14\nthe ignition switch has been operated from "off' position to "on" position\nsince the\nlast re-charging of the\nbattery\npack from a source external to the\nvehicle\n.\n2. A hybrid\nelectric\nvehicle\nas set forth in Claim 1 wherein one strategy\nregulates\nbattery\npack SOC at a relatively larger SOC value and another\nstrategy\nregulates\nbattery\npack SOC at a relatively smaller SOC value, and when the\ncalibratable parameter has been set to the second value and an operation of\nthe\nignition switch from "off' position to "on" position is the first to occur\nsince the\nlast re-charging of the\nbattery\npack from a source external to the\nvehicle\n,\nthe\nalgorithm sets the strategy to the one strategy.\n3. A hybrid\nelectric\nvehicle\nas set forth in Claim 1 further including a\nselection input to the controller for allowing a person, instead of the\nalgorithm, to\nselect a\nbattery\npack management strategy for use by the controller.\n4. A hybrid\nelectric\nvehicle\nas set forth in Claim 3 wherein the selection\ninput comprises a switch disposed along side a display that presents a screen\non\nwhich a\nbattery\npack management strategy is visible.\n5. A hybrid\nelectric\nvehicle\nas set forth in Claim 4 wherein the display is\nalso operable to present a screen showing\nbattery\npack SOC.\n6. A hybrid\nelectric\nvehicle\nas set forth in Claim 1 wherein the\nvehicle\nhas a\nconnector for mating connection with an outlet from an\nelectric\npower grid to\nenable the\nbattery\npack to be re-charged from the grid.\n7. A method of operating a hybrid\nelectric\nvehicle\nthat has a chassis\ncomprising wheels on which the\nvehicle\ntravels; a powertrain coupled to driven\nones of the wheels; the powertrain comprising an internal combustion engine\nhaving a rotary output coupled to a rotary input of an\nelectric\nmotor/generator that\nhas a rotary output coupled to the driven wheels; an ignition switch that when\noperated to an "on" position enables the powertrain to propel the\nvehicle\nand\nwhen\noperated to an "off" position shuts down the powertrain; a\nbattery\npack\ncoupled to\nthe motor/generator through a controller for selectively operating the\nmotor/generator as a motor that draws\nelectricity\nfrom the\nbattery\npack to add\ntorque to the powertrain and as a generator that delivers\nelectricity\nto the\nbattery\npack to subtract torque from the powertrain when a management strategy for the\nbattery\npack allows such operation; the method comprising:\nwhen the ignition switch is operated from "off" position to "on" position,\nexecuting an algorithm to select a strategy for managing the\nbattery\npack\naccording\nto a calibratable parameter that, for the\nvehicle\n, has been set to a\nparticular one of\nmultiple values, wherein a first of the calibratable parameter values is\neffective to\ncause the algorithm to set the\nbattery\npack management strategy to the same\nbattery\npack management strategy that was being used when the ignition switch\nwas last operated from "on" position to "off" position, and a second of the\ncalibratable parameter values is effective to cause the algorithm to set the\nbattery\npack management strategy to a strategy that is determined by the number of\ntimes\nthat the ignition switch has been operated from "off" position to "on"\nposition\nsince the last re-charging of the\nbattery\npack from a source external to the\nvehicle\n.\n8. A method as set forth in Claim 7 wherein one strategy regulates\nbattery\npack SOC at a relatively larger SOC value and another strategy regulates\nbattery\npack SOC at a relatively smaller SOC value, and when the calibratable\nparameter\n16\nhas been set to the second value and an operation of the ignition switch from\n"off"\nposition to "on" position is the first to occur since the last re-charging of\nthe\nbattery\npack from a source external to the\nvehicle\n, the algorithm sets the\nstrategy to\nthe one strategy.\n9. A method as set forth in Claim 7 further including operating a selection\ninput to the controller to select a\nbattery\npack management strategy for use\nby the\ncontroller that if different from the current strategy being used, supplants\nthe latter\nstrategy.\n10. A method as set forth in Claim 9 wherein the step of operating the\nselection input comprises operating a switch disposed along side a display\nthat\npresents a screen on which a\nbattery\npack management strategy is visible.\n11. A method as set forth in Claim 10 further comprising operating the\ndisplay to present a screen showing\nbattery\npack SOC.\n12. A hybrid\nelectric\nvehicle\ncomprising:\na chassis comprising wheels on which the\nvehicle\ntravels;\na powertrain coupled to driven ones of the wheels;\nan ignition switch that when operated to an "on" position enables the\npowertrain to propel the\nvehicle\nand when operated to an "off" position shuts\ndown\nthe powertrain;\nthe powertrain comprising an internal combustion engine having a rotary\noutput coupled to a rotary input of an\nelectric\nmotor/generator that has a\nrotary\noutput coupled to the driven wheels;\n17\na\nbattery\npack coupled to the motor/generator through a controller for\nselectively operating the motor/generator as a motor that draws\nelectricity\nfrom the\nbattery\npack to add torque to the powertrain and as a generator that delivers\nelectricity\nto the\nbattery\npack to subtract torque from the powertrain when a\nmanagement strategy for the\nbattery\npack allows such operation;\nthe controller being selectively operable to any of multiple\nbattery\npack\nmanagement strategies via an algorithm that, when the ignition switch is\noperated\nfrom "off" position to "on" position, operates to cause the\nbattery\npack\nmanagement strategy to default to one of the\nbattery\npack management\nstrategies;\nand further including a selection input to the controller for allowing a\nperson, instead of the algorithm, to select a\nbattery\npack management strategy\nfor\nuse by the controller different from the default strategy determined by the\nalgorithm when the ignition switch was operated from "off" position to "on"\nposition.\n13. A hybrid\nelectric\nvehicle\nas set forth in Claim 12 wherein the selection\ninput comprises a switch disposed along side a display that presents a screen\non\nwhich a\nbattery\npack management strategy is visible.\n14. A hybrid\nelectric\nvehicle\nas set forth in Claim 13 wherein the display is\nalso operable to present a screen showing\nbattery\npack SOC.\n15. A hybrid\nelectric\nvehicle\nas set forth in Claim 12 wherein the algorithm\nfunctions to cause the default strategy to be one that regulates\nbattery\npack\nSOC at\na relatively larger SOC value than any other strategy when the ignition switch\nis\nfirst operated from "off" position to "on" position after the last re-charging\nof the\nbattery\npack from a source external to the\nvehicle\n.\n18\n16. A hybrid\nelectric\nvehicle\nas set forth in Claim 12 wherein the algorithm\nfunctions to cause the default strategy to be one that regulates\nbattery\npack\nSOC to\nthe same strategy that was being used when the ignition switch was last\noperated\nfrom "on" position to "off" position regardless of any\nbattery\npack re-charge\nfrom\na source external to the\nvehicle\nwhile the ignition switch was in "off'\nposition.\n19 | 12/054,542 | United States of America | 2008-03-25 | Un algorithme de logiciel (figure 3) détermine la stratégie par laquelle un dispositif de commande (34) gérera létat de charge (SOC) dun bloc-batterie (32) dans un véhicule électrique hybride mais donne toujours au conducteur lopportunité de faire plutôt sa propre sélection. Lalgorithme amène une des deux stratégies à être sélectionnée à chaque fois que le commutateur dallumage est actionné de la position « arrêt » à la position « marche ». La manière selon laquelle lalgorithme sexécute dépend de la valeur dun paramètre pouvant être étalonné programmé électroniquement à lintérieur du dispositif de commande du véhicule particulier, lors de la fabrication du véhicule à lusine. | True |
| 121 | Patent 2851100 Summary - Canadian Patents Database | CA 2851100 | NaN | BATTERYPOWEREDVEHICLEWITH IMMOBILIZING CHARGER PLUG | VEHICULE ALIMENTE PAR BATTERIE A PRISE DE CHARGEUR A IMMOBILISATION | NaN | SCHYGGE, SEBASTIAN, VISKARI, PASI, DWYER, SEAN | 2016-10-11 | 2011-10-03 | BRION RAFFOUL | English | HUSQVARNA AB | What is claimed is:\n1. A\nbattery\npowered\nvehicle\ncomprising:\na\nbattery\npower source;\nan\nelectric\ndrive motor powered by the\nbattery\npower source, the\nelectric\ndrive motor\nbeing operably coupled to a wheel of the\nbattery\npowered\nvehicle\nto provide\ndrive power for the\nbattery\npowered\nvehicle\n;\na charging receptacle configured to enable charging of the\nbattery\npower\nsource via a\nbattery\ncharging assembly connectable to the charging receptacle, the charging\nreceptacle\ncomprising circuitry forming a detection loop closed responsive to operable\ncoupling of the\ncharging receptacle with a charger plug of the\nbattery\ncharging assembly,\nclosing of the detection\nloop generating an indication that the charging receptacle is operably coupled\nto the charger\nplug; and\na drive controller comprising processing circuitry configured to implement a\nmobility\nrestriction at least with respect to operation of the\nelectric\ndrive motor\nresponsive to the\nindication,\nwherein the detection loop completion circuitry is configured to complete a\nsignal path\nthat implements the mobility restriction, and to enable operation of at least\none auxiliary\nfunction.\n2. The\nbattery\npowered\nvehicle\nof claim 1, wherein the drive controller is\nconfigured to\nimplement the mobility restriction independent of whether\nelectrical\npower is\nbeing provided to\nthe\nbattery\npowered\nvehicle\nby the charger plug.\n3. The\nbattery\npowered\nvehicle\nof any one of claims 1 and 2, wherein the drive\ncontroller\nis configured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor.\n4. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 3, wherein the drive\ncontroller is\nconfigured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor, but enabling operation of at least one auxiliary function.\n19\n5. The\nbattery\npowered\nvehicle\nof any one of claims 1 and 2, wherein the drive\ncontroller\nis configured to implement the mobility restriction by preventing power up of\nthe\nbattery\npowered\nvehicle\n.\n6. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 5, wherein the drive\ncontroller is\nconfigured to provide a message indicating a state of charge to an operator of\nthe\nbattery\npowered\nvehicle\n.\n7. The\nbattery\npowered\nvehicle\nof claim 6, wherein the drive controller is\nconfigured to\nwirelessly send the message to the operator.\n8. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 7, wherein the drive\ncontroller is\nconfigured to provide a message indicating a state of connection between the\ncharger plug and\nthe charging receptacle to the operator.\n9. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 8, wherein the\ndetection loop\ncomprises an open circuit that is closed by circuitry of the charger plug\nresponsive to operable\ncoupling of the charger plug and the charging receptacle.\n10. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 9, wherein the\nbattery\npowered\nvehicle\nis a riding yard maintenance\nvehicle\n.\n11. A drive controller for a\nbattery\npowered\nvehicle\ncomprising a\nbattery\npower source,\nan\nelectric\ndrive motor, and a charging receptacle, the\nelectric\ndrive motor\nbeing operably\ncoupled to a wheel of the\nbattery\npowered\nvehicle\nto provide drive power for\nthe\nbattery\npowered\nvehicle\n, and the charging receptacle being configured to enable charging of\nthe\nbattery\npower\nsource via a\nbattery\ncharging assembly connectable to the charging receptacle,\nthe charging\nreceptacle comprising circuitry forming a detection loop closed responsive to\noperable coupling\nof the charging receptacle with a charger plug of the\nbattery\ncharging\nassembly, closing of the\ndetection loop generating an indication that the charging receptacle is\noperably coupled to the\ncharger plug, the drive controller comprising:\nprocessing circuitry configured to implement a mobility restriction at least\nwith respect to\noperation of the\nelectric\ndrive motor responsive to the indication;\nwherein the detection loop completion circuitry is configured to complete a\nsignal path\nthat implements the mobility restriction, and to enable operation of at least\none auxiliary\nfunction.\n12. The drive controller of claim 11, wherein the processing circuitry is\nconfigured to\nimplement the mobility restriction independent of whether.electrical power is\nbeing provided to\nthe\nbattery\npowered\nvehicle\nby the charger plug.\n13. The drive controller of any one of claims 11 and 12, wherein the\nprocessing circuitry\nis configured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor.\n14. The drive controller of any one of claims 11 to 14, wherein the processing\ncircuitry is\nconfigured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor, but enabling operation of at least one auxiliary function.\n15. The drive controller of any one of claim 11 and 12, wherein the processing\ncircuitry is\nconfigured to implement the mobility restriction by preventing power up of the\nbattery\npowered\nvehicle\n.\n16. The drive controller of any one of claims 11 to 15, wherein the processing\ncircuitry is\nconfigured to provide a message indicating a state of charge to an operator of\nthe\nbattery\npowered\nvehicle\n.\n17. The drive controller of claim 16, wherein the processing circuitry is\nconfigured to\nwirelessly send the message to the operator.\n21\n18. The drive controller of any one of claims 11 to 17, wherein the processing\ncircuitry is\nconfigured to provide a message indicating a state of connection between the\ncharger plug and\nthe charging receptacle to the operator.\n19. The drive controller of any one of claims 11 to 18, wherein the detection\nloop\ncomprises an open circuit that is closed by circuitry of the charger plug\nresponsive to operable\ncoupling of the charger plug and the charging receptacle.\n20. The drive controller of any one of claims 11 to 19, wherein the\nbattery\npowered\nvehicle\nis a riding yard maintenance\nvehicle\n.\n21. A method of controlling operation of a\nbattery\npowered\nvehicle\n, the\nbattery\npowered\nvehicle\ncomprising a\nbattery\npower source, an\nelectric\ndrive motor, and a\ncharging receptacle, the\nelectric\ndrive motor being operably coupled to a wheel of the\nbattery\npowered\nvehicle\nto provide\ndrive power for the\nbattery\npowered\nvehicle\n, and the charging receptacle being\nconfigured to\nenable charging of the\nbattery\npower source via a\nbattery\ncharging assembly\nconnectable to the\ncharging receptacle, the charging receptacle comprising circuitry forming a\ndetection loop closed\nresponsive to operable coupling of the charging receptacle with a charger plug\nof the\nbattery\ncharging assembly, closing of the detection loop generating an indication that\nthe charging\nreceptacle is operably coupled to the charger plug, the method comprising:\ndetermining if the detection loop is closed based on whether the indication is\nreceived;\nand\nimplementing a mobility restriction at least with respect to operation of the\nelectric\ndrive\nmotor responsive to the indication,\nwherein the detection loop completion circuitry is configured to complete a\nsignal path\nthat implements the mobility restriction, and to enable operation of at least\none auxiliary\nfunction.\n22. The method of claim 21, further comprising providing a message indicating\na state of\ncharge to an operator.\n22\n23. The method of any one of claims 21 and 22, wherein providing the message\ncomprises providing the message wirelessly.\n24. The method of any one of claims 21 to 23, further comprising:\nproviding a message indicating that the charger plug is connected to the\ncharging\nreceptacle.\n25. A lawn mower comprising:\na cutting deck comprising one or more cutting blades for cutting grass;\na drive motor operably coupled to a wheel of the lawn mower to provide drive\npower for\nthe lawn mower;\na\nbattery\npower source configured to provide power to the drive motor;\na charging receptacle configured to enable charging of the\nbattery\npower\nsource via a\nbattery\ncharging assembly connectable to the charging receptacle; and\na controller comprising processing circuitry configured to identify when the\nbattery\ncharging assembly is connected to the charging receptacle, implement a\nmobility restriction at\nleast with respect to operation of the drive motor responsive to the\nbattery\ncharging assembly\nbeing connected to the charging receptacle, and enable operation of at least\none auxiliary\nfunction.\n26. The lawn mower of claim 25, further comprising:\nat least one\nelectric\ncutting deck motor operably coupled to the cutting deck\nto provide\npower for one or more cutting blades, wherein the controller further comprises\nprocessing\ncircuitry configured to implement a mobility restriction with respect to\noperation of the\nelectric\ncutting deck motor responsive to the\nbattery\ncharging assembly being connected\nto the charging\nreceptacle.\n27. The lawn mower of any one of claims 25 and 26, further comprising:\na user interface configured to communicate information to an operator of the\nlawn\nmower, wherein the controller comprises processing circuitry configured to\npermit use of the\n23\nuser interface irrespective of the\nbattery\ncharging assembly being connected\nto the charging\nreceptacle.\n28. The lawn mower of any one of claims 25 to 27, wherein the lawn mower is a\nriding\nlawn mower.\n29. The lawn mower of any one of claims 25 to 28, wherein the charging\nreceptacle\nincludes circuitry forming a detection loop closed responsive to operable\ncoupling of the\ncharging receptacle with a charger plug of the\nbattery\ncharging assembly, and\nwherein closing of\nthe detection loop generates an indication to the controller's processing\ncircuitry that the\ncharging receptacle is operably coupled to the charger plug.\n30. The lawn mower of any one of claims 25 to 29, wherein the processing\ncircuitry is\nconfigured to wirelessly provide a message indicating a state of\nbattery\ncharge to a mobile\ndevice.\n24 | NaN | NaN | NaN | L'invention porte sur un véhicule alimenté par batterie, lequel véhicule peut comprendre une source d'alimentation à batterie, un moteur d'entraînement électrique, un réceptacle de charge et un dispositif de commande d'entraînement. Le moteur d'entraînement électrique peut être alimenté par la source d'alimentation à batterie. Le moteur d'entraînement électrique peut être couplé de façon fonctionnelle à une roue du véhicule alimenté par batterie afin de délivrer une alimentation d'entraînement pour le véhicule alimenté par batterie. Le réceptacle de charge peut être configuré de façon à permettre une charge de la source d'alimentation à batterie par l'intermédiaire d'un ensemble de charge de batterie pouvant être connecté au réceptacle de charge. Le réceptacle de charge peut comprendre des circuits formant une boucle de détection fermée en réponse à un couplage fonctionnel du réceptacle de charge avec une prise de chargeur de l'ensemble de charge de batterie. La fermeture de la boucle de détection peut générer une indication du fait que le réceptacle de charge est couplé de façon fonctionnelle à la prise de chargeur. Le dispositif de commande d'entraînement peut comprendre des circuits de traitement configurés de façon à produire une restriction de mobilité au moins vis-à-vis d'un fonctionnement du moteur d'entraînement électrique en réponse à l'indication. | True |
| 122 | Patent 2844410 Summary - Canadian Patents Database | CA 2844410 | NaN | DC-POWERED SYSTEM FOR CONTROLLING AN AIR COMPRESSOR OR HYDRAULIC FLUID PUMP | SYSTEME ALIMENTE EN CC POUR LE CONTROLE D'UN COMPRESSEUR A AIR OU D'UNE POMPE HYDRAULIQUE | NaN | WEFLEN, DARRYL | 2022-01-04 | 2014-03-03 | HAUGEN, J. JAY | English | WEFLEN, DARRYL | 1 7\nWE CLAIM:\n1. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) means for supplying a source of direct current ("DC") power, wherein the\nmeans for supplying a source of DC power is externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the means\nfor supplying a source of DC power is not operatively connected to the\nservice\nvehicle\nbattery\n;\nb) means for controlling a flow of the DC power;\nc) means for operating the air compressor or the hydraulic fluid pump upon\nbeing supplied with the flow of DC power;\nd) means for controlling the operating means, the controlling means located\nseparately from the operating means; and\ne) means for disconnecting a supply of the DC power to the operating means\nwhen the operating means experiences an over temperature condition.\n2. The apparatus as set forth in claim 1, wherein the means for supplying\nthe source\nof DC power further comprises one or more of a group consisting of at least\none\nDC\nbattery\n, a\nbattery\ncharger, an alternating current ("AC") power rectifier,\na\ntransfer switch for selecting between different sources of AC power, a welding\nunit\nconfigured for supplying DC power and a solar panel charging unit.\nDate Recue/Date Received 2020-12-10\n18\n3. The apparatus as set forth in claim 1 or claim 2, wherein the operating\nmeans\nfurther comprises an\nelectric\nmotor controller.\n4. The apparatus as set forth in any one of claims 1 to 3, wherein the\ncontrolling\nmeans further comprises means for switching DC power on and off to the air\ncompressor or to the hydraulic fluid pump.\n5. The apparatus as set forth in any one of claims 1 to 4, wherein the\noperating means\nfurther comprises a DC power solenoid configured for turning on and off the\nflow\nof DC power to an\nelectric\nmotor configured for operating the air compressor\nor the\nhydraulic fluid pump.\n6. The apparatus as set forth in any one of claims 1 to 5, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\nCA 2844410 2020-03-26\n19\n7. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) at least one system\nbattery\nconfigured for supplying direct current\n("DC")\npower, wherein the at least one system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the at\nleast\none system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n;\nb) a control panel operatively connected to the at least one system\nbattery\n, the\ncontrol panel configured to control the flow of the DC power supplied by the\nat least one system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box, the control box located separately from the control panel;\nand\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\nCA 2844410 2020-03-26\n20\n8. The apparatus as set forth in claim 7, wherein the at least one system\nbattery\nis\ndisposed in a\nbattery\nbox, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for charging the at least one system\nbattery\n, the\nbattery\nbox\nfurther\nconfigured for receiving at least one source of alternating current ("AC')\npower for\npowering the\nbattery\ncharger.\n9. The apparatus as set forth in claim 8, wherein the\nbattery\nbox further\ncomprises\nan AC power transfer switch for controlling the flow of the at least one\nsource of\nAC power to the\nbattery\ncharger.\n10. The apparatus as set forth in any one of claims 7 to 9, further\ncomprising a solar\npanel charging unit configured for charging the at least one system\nbattery\n.\n11. The apparatus as set forth in any one of claims 7 to 10, wherein the\ncontrol panel\nfurther comprises a motor controller for controlling the flow of DC power to\nthe\nelectric\nmotor.\n12. The apparatus as set forth in any one of claims 7 to 11, wherein the\ncontrol box\nfurther comprises a switch configured for providing DC power to the air\ncompressor\nor to the hydraulic fluid pump.\n13. The apparatus as set forth in claim 7, wherein the air compressor\nfurther comprises\na screw-type air compressor.\n14. The apparatus as set forth in claim 13, further comprising an air tank\noperatively\nconnected to the screw-type air compressor.\nCA 2844410 2020-03-26\n21\n15. The apparatus as set forth in claim 13 or in claim 14, wherein the air\ncompressor\nfurther comprises a minimum pressure cut-off switch configured to keep the air\ncompressor running if air pressure within the air compressor is greater than a\npredetermined threshold.\n16. The apparatus as set forth in claim 7, further comprising a pressurized\nhydraulic\nfluid system operatively connected to the hydraulic fluid pump.\n17. The apparatus as set forth in claim 16, wherein the hydraulic fluid\nsystem\ncomprises one or more of a group consisting of hydraulic fluid tanks,\nhydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n18. The apparatus as set forth in any one of claims 7 to 17, wherein at\nleast one of the\ncontrol panel, the control box, the\nelectric\nmotor and either of the air\ncompressor\nand the hydraulic fluid pump is configured to be disposed on a cargo bed of\nthe\nservice\nvehicle\n.\n19. The apparatus as set forth in any one of claims 7 to 18, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n20. The apparatus as set forth in any one of claims 7 to 19, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nCA 2844410 2020-03-26\n22\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\n21. An improved service\nvehicle\nfor servicing heavy duty equipment,\nmachinery and\nvehicles\n, the improved service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe\nimprovement comprising:\na direct current ("DC") powered system configured for controlling an air\ncompressor or a hydraulic fluid pump, the system for configured for\ninstallation on\nor in the service\nvehicle\n, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid;\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel; and\nCA 2844410 2020-03-26\n23\ne) a motor temperature switch configured to disconnect a supply of\nthe DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\n22. The improved service\nvehicle\nas set forth in claim 21, wherein the\nsystem\nbattery\nis disposed in a\nbattery\nbox configured to be positioned on a cargo bed of the\nservice\nvehicle\n, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for\ncharging the system\nbattery\n, the\nbattery\nbox further configured for receiving\na\nsource of alternating current ("AC") power for powering the\nbattery\ncharger.\n23. The improved service\nvehicle\nas set forth in claim 22, wherein the\nbattery\nbox\nfurther comprises an AC power transfer switch for controlling the flow of the\nsource\nof AC power to the\nbattery\ncharger.\n24. The improved service\nvehicle\nas set forth in any one of claims 21 to\n23, wherein\nthe control panel further comprises a motor controller for controlling a flow\nof the\nDC power to the\nelectric\nmotor.\n25. The improved service\nvehicle\nas set forth in any one of claims 21 to\n24, wherein\nthe system comprises the air compressor.\n26. The improved service\nvehicle\nas set forth in claim 25, wherein the air\ncompressor\nfurther comprises a screw-type air compressor.\n27. The improved service\nvehicle\nas set forth in claim 25 or in claim 26,\nwherein the\nsystem further comprises an air tank operatively connected to the air\ncompressor.\n28. The improved service\nvehicle\nas set forth in any one of claims 21 to\n27, wherein\nthe system further comprises the hydraulic fluid pump.\nCA 2844410 2020-03-26\n24\n29. The improved service\nvehicle\nas set forth in claim 28, further\ncomprising a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\n30. The improved service\nvehicle\nas set forth in claim 29, wherein the\nhydraulic fluid\nsystem comprises a member of a group consisting of hydraulic fluid tanks,\nhydraulic fluid accumulators, coolers and heat exchangers, hydraulic fluid\nfilters\nand filtration components, hydraulic motors, control valves, swash plates,\nhydraulically-operated rams and cylinders, hydraulic fluid hoses, lines and\nfittings,\nhydraulic fluid manifolds, hydraulic fluid pressure gauges and transducers,\nand\nhydraulic fluid pressure switches.\n31. The improved service\nvehicle\nas set forth in any one of claims 21 to\n30, wherein at\nleast one of the control panel, the control box, the\nelectric\nmotor and either\nof the\nair compressor and the hydraulic fluid pump is configured to be disposed on a\ncargo bed of the service\nvehicle\n.\n32. The improved service\nvehicle\nas set forth in any one of claims 21 to\n31, wherein\nthe service\nvehicle\nlacks a power take-off ("PTO") system to operate the air\ncompressor or the hydraulic fluid pump.\n33. The improved service\nvehicle\nas set forth in any one of claims 21 to\n32, wherein\nthe system is configured to power the air cornpressor to provide compressed\nair at\na pressure of at least 100 pounds per square inch ("PSI") at least at a rate\nof 60\ncubic feet per minute ("CFM") or to power the hydraulic fluid pump to pump\nhydraulic fluid up to at least 3000 PSI at a rate up to 12 gallons per minute\n("GPM").\nCA 2844410 2020-03-26\n25\n34. A method for improving a service\nvehicle\nfor servicing heavy duty\nequipment,\nmachinery and\nvehicles\n, the service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe method comprising:\nreceiving a direct current ("DC") powered system configured for controlling\nan air compressor or a hydraulic fluid pump, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid,\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n,\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel,\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel, and\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition; and\ninstalling the system on or in the service\nvehicle\n.\nCA 2844410 2020-03-26\n26\n35. The method as set forth in claim 34, further comprising installing the\nsystem\nbattery\nin a\nbattery\nbox configured to be positioned on a cargo bed of the service\nvehicle\n,\nthe\nbattery\nbox further comprising a\nbattery\ncharger configured for charging\nthe\nsystem\nbattery\n, the\nbattery\nbox further configured for receiving a source of\nalternating current ("AC") power for powering the\nbattery\ncharger.\n36. The method as set forth in claim 35, further comprising controlling the\nflow of the\nsource of AC power to the\nbattery\ncharger with an AC power transfer switch\ndisposed in the\nbattery\nbox.\n37. The method as set forth in claim 35 or in claim 36, further comprising\ncharging the\nsystem\nbattery\nwith a solar panel charging unit configured for charging the\nsystem\nbattery\n.\n38. The method as set forth in any one of claims 34 to 37, further\ncomprising controlling\na flow of the DC power to the\nelectric\nmotor with a motor controller disposed\nin the\ncontrol panel.\n39. The method as set forth in any one of claims 34 to 38, wherein the\nsystem further\ncomprises the air compressor.\n40. The method as set forth in claim 39, wherein the air compressor further\ncomprises\na screw-type air compressor.\n41. The method as set forth in claim 39 or in claim 40, wherein the system\nfurther\ncomprises an air tank operatively connected to the air compressor.\n42. The method as set forth in any one of claims 34 to 41, wherein the\nsystem further\ncomprises the hydraulic fluid pump.\n43. The method as set forth in claim 42, wherein the system further\ncomprises a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\nCA 2844410 2020-03-26\n27\n44. The method as set forth in claim 43, wherein the hydraulic fluid system\ncomprises\na member of a group consisting of hydraulic fluid tanks, hydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n45. The method as set forth in any one of claims 34 to 44, further\ncomprising\ndisconnecting the supply of the DC power to the\nelectric\nmotor when the\nelectric\nmotor experiences an over temperature condition with the motor temperature\nswitch.\n46. The method as set forth in any one of claims 34 to 45, further\ncomprising disposing\nat least one of the control panel, the control box, the\nelectric\nmotor and\neither of\nthe air compressor and the hydraulic fluid pump on a cargo bed of the service\nvehicle\n.\n47. The method as set forth in any one of claims 34 to 46, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n48. The method as set forth in any one of claims 34 to 47, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per' minute ("GPM").\nCA 2844410 2020-03-26 | NaN | NaN | NaN | Il est décrit un système monté sur un véhicule à moteur qui sert à contrôler un compresseur dair ou une pompe hydraulique. Le système peut également comprendre un boîtier de batterie ou un appareil de soudage alimenté par le moteur et configuré pour fournir un courant continu à un moteur électrique par lintermédiaire du contrôleur de moteur. Le moteur électrique peut faire fonctionner un compresseur dair qui peut comprendre un réservoir dair servant à stocker de lair comprimé. Le moteur électrique peut également faire fonctionner une pompe hydraulique pour faire fonctionner un système de fluide hydraulique sous pression. | True |
| 123 | Patent 2893569 Summary - Canadian Patents Database | CA 2893569 | NaN | MODIFICATION POWER SYSTEM KIT FOR EXISTINGVEHICLE | NECESSAIRE DE MODIFICATION DE SYSTEME DE PUISSANCE POUR VEHICULE EXISTANT | NaN | COLLINS, WALTER | 2016-07-19 | 2015-06-04 | BLAKE, CASSELS & GRAYDON LLP | English | COLLINS, WALTER | CLAIMS\nWhat is claimed is:\n1. A kit\nfor modification of a power system of an existing\nvehicle\n, the existing\nvehicle\nhaving\nan internal combustion engine coupled to a drive shaft and drive wheels driven\nby the drive\nshaft, the kit consisting of:\na traction motor with an\nelectric\npower input and a shaft power output, said\nshaft power\noutput attachable to the drive shaft of the existing\nvehicle\n;\na\nbattery\n, said\nbattery\ncoupled to said\nelectric\npower input of said traction\nmotor;\nan\nelectric\ngenerator configured to be powered by combustion of a fuel to\nproduce\nelectric\npower, said\nelectric\ngenerator having an\nelectric\npower output\ncoupled to said\nbattery\n;\nwherein a current controller is interposed between said\nbattery\nand said\ntraction motor,\nsaid current controller adapted to modify at least one of current and voltage\nfrom at least one\ncurrent controller input, said current controller outputting\nelectric\npower to\nthe traction motor,\nsaid current controller coupled to a\nvehicle\noperator control system including\nat least a\nthrottle for controlling\nvehicle\nspeed;\nwherein said current controller includes an inverter, said, inverter\nconverting DC power\nfrom said current controller into AC power, said inverter including at least\none interface for an\ninterconnect line to supply AC\nelectric\npower from the existing\nvehicle\nto AC\nelectric\npower\nutilizing equipment separate from the existing\nvehicle\n;\nwherein a radiator is oriented to receive airflow therethrough and to transfer\nheat from a\ncooling fluid, said cooling fluid routed to at least one of said inverter,\nsaid current controller, said\nbattery\n, said traction motor and said\nelectric\ngenerator;\nwherein a fan is located adjacent said radiator, said fan operating to affect\na rate of\nairflow through said radiator, said fan also rotatable based on airflow\nstriking against said fan\nwith said fan coupled to an\nelectric\ngenerator to supply\nelectric\npower to\nsaid current controller;\nwherein at least one photovoltaic cell is coupled to said\nbattery\nthrough a\nsolar power\noutput, said photovoltaic cell mountable upon a surface of the existing\nvehicle\n;\nwherein a fly wheel is coupled to a shaft power output of said traction motor,\nsaid fly\nwheel enhancing angular momentum of said drive shaft; and\nwherein at least one ram air turbine is coupled to the existing\nvehicle\nlocated spaced\nfrom said fan, said ram air turbine including an additional generator which\nconverts rotational\nshaft power from said ram air turbine into\nelectric\npower, said ram air\nturbine including an\n11\nelectric\npower output coupled at least indirectly to said traction motor to\nprovide additional\nelectric\npower input to said traction motor.\n2. The kit of claim 1 wherein a pair of ram air turbines are coupled to the\nexisting\nvehicle\non\nleft and right upper sides of a cab of the existing\nvehicle\n.\n3. The kit of claim 1 wherein said\nelectric\npower output from said ram air\nturbine is coupled\nto said traction motor through a switch, said switch adapted to supply\nelectric\npower from said\nram air turbine either to further energize said traction motor or to provide\nback-EMF braking of\nsaid traction motor.\n4. The kit of claim 3 wherein said traction motor is convertible from a\npower supplying\nmode and a regenerative braking mode where said traction motor is driven by\nsaid drive shaft\nand produces\nelectricity\nrouted back to said\nbattery\nfor charging of said\nbattery\n, while braking\nrotational velocity of said drive wheels.\n5. The kit of claim 1 wherein said\nelectric\ngenerator is in the form of a\nmulti-fuel generator,\nand wherein at least two separate fuel tanks are provided coupled to said\nelectric\ngenerator,\neach of said at least two tanks carrying a different fuel therein.\n6. A method for modification of a power system of an existing\nvehicle\n, the\nexisting\nvehicle\nhaving an internal combustion engine coupled to drive wheels through a drive\nshaft and\ndifferential, the method steps consisting of:\nremoving the internal combustion engine from the\nvehicle\n;\ninserting into the\nvehicle\na traction motor with an\nelectric\npower input and a\nshaft power\noutput, the shaft power output coupled to the drive shaft;\nplacing a\nbattery\ninto the\nvehicle\n, the\nbattery\ncoupled to the\nelectric\npower\ninput of the\ntraction motor;\nlocating an\nelectric\ngenerator into the\nvehicle\n, configured to produce\nelectric\npower, the\nelectric\ngenerator having an\nelectric\npower output coupled to the\nbattery\n,\nmounting a\nphotovoltaic cell on the\nvehicle\nand outputting\nelectric\npower from the\nphotovoltaic cell to the\nbattery\n;\n12\ninterposing a current controller between the\nbattery\nand the traction motor,\nthe current\ncontroller adapted to modify at least one of current and voltage from at least\none current\ncontroller input, the current controller outputting\nelectric\npower to the\ntraction motor, the current\ncontroller coupled to a\nvehicle\noperator control system including at least a\nspeed controller for\ncontrolling\nvehicle\nspeed, the current controller including an inverter, the\ninverter converting DC\npower from said current controller into AC power, the inverter including at\nleast one interface for\nan interconnect line to supply AC\nelectric\npower from the existing\nvehicle\nto\nAC\nelectric\npower\nutilizing equipment separate from the existing\nvehicle\n;\norienting a radiator to receive airflow therethrough and to transfer heat from\na cooling\nfluid, the cooling fluid routed to at least one of the inverter, the current\ncontroller, the\nbattery\n, the\ntraction motor and the\nelectric\ngenerator;\nwherein a fan is located adjacent the radiator, the fan operating to affect a\nrate of airflow\nthrough the radiator, the fan also rotatable based on airflow striking against\nthe fan with the fan\ncoupled to an\nelectric\ngenerator to supply\nelectric\npower to the current\ncontroller; and\nwherein said\nelectric\ngenerator is in the form of a multi-fuel generator, and\nwherein at\nleast two separate fuel tanks are provided coupled to said\nelectric\ngenerator,\neach of said at\nleast two tanks carrying a different fuel therein.\n7. The method of claim 6 including the further step of mounting at least\none ram air turbine\non the\nvehicle\nwith the ram air turbine configured to deliver\nelectric\npower\nat least indirectly to\nthe traction motor.\n8. The method of claim 7 wherein a pair of ram air turbines are coupled to\nthe existing\nvehicle\non left and right upper sides of a cab of the existing\nvehicle\n.\n9. The method of claim 7 wherein the\nelectric\npower output from the ram air\nturbine is\ncoupled to the traction motor through a switch, the switch adapted to supply\nelectric\npower from\nthe ram air turbine either to further energize the traction motor or to\nprovide braking of the\ntraction motor.\n10. The method of claim 9 wherein the traction motor is convertible from a\npower supplying\nmode to the drive shaft and a regenerative braking mode where the traction\nmotor is driven by\nthe drive shaft and produces\nelectricity\nrouted back to the\nbattery\nfor\ncharging of the\nbattery\n.\n13 | 14/301,794 | United States of America | 2014-06-11 | Un nécessaire permet le remplacement dun moteur à combustion interne par un moteur à traction, des batteries et une génératrice. Un régulateur de courant peut être présent et sert à optimiser les connexions électriques de la génératrice et des batteries au moteur à traction. Les divers accessoires produisant un courant électrique peuvent être incorporés au nécessaire, y compris des turbines à air dynamiques et des panneaux solaires. Le refroidissement de l'équipement peut être assuré par un radiateur et un ventilateur qui peuvent également facultativement agir comme une turbine à air dynamique. Les accessoires de production de courant peuvent être intégrés au nécessaire, dont un onduleur destiné à fournir un courant alternatif aux outils ou autre équipement fonctionnant en courant alternatif, ainsi quune alimentation de secours aux installations stationnaires. | True |
| 124 | Patent 2844410 Summary - Canadian Patents Database | CA 2844410 | NaN | DC-POWERED SYSTEM FOR CONTROLLING AN AIR COMPRESSOR OR HYDRAULIC FLUID PUMP | SYSTEME ALIMENTE EN CC POUR LE CONTROLE D'UN COMPRESSEUR A AIR OU D'UNE POMPE HYDRAULIQUE | NaN | WEFLEN, DARRYL | 2022-01-04 | 2014-03-03 | HAUGEN, J. JAY | English | WEFLEN, DARRYL | 1 7\nWE CLAIM:\n1. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) means for supplying a source of direct current ("DC") power, wherein the\nmeans for supplying a source of DC power is externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the means\nfor supplying a source of DC power is not operatively connected to the\nservice\nvehicle\nbattery\n;\nb) means for controlling a flow of the DC power;\nc) means for operating the air compressor or the hydraulic fluid pump upon\nbeing supplied with the flow of DC power;\nd) means for controlling the operating means, the controlling means located\nseparately from the operating means; and\ne) means for disconnecting a supply of the DC power to the operating means\nwhen the operating means experiences an over temperature condition.\n2. The apparatus as set forth in claim 1, wherein the means for supplying\nthe source\nof DC power further comprises one or more of a group consisting of at least\none\nDC\nbattery\n, a\nbattery\ncharger, an alternating current ("AC") power rectifier,\na\ntransfer switch for selecting between different sources of AC power, a welding\nunit\nconfigured for supplying DC power and a solar panel charging unit.\nDate Recue/Date Received 2020-12-10\n18\n3. The apparatus as set forth in claim 1 or claim 2, wherein the operating\nmeans\nfurther comprises an\nelectric\nmotor controller.\n4. The apparatus as set forth in any one of claims 1 to 3, wherein the\ncontrolling\nmeans further comprises means for switching DC power on and off to the air\ncompressor or to the hydraulic fluid pump.\n5. The apparatus as set forth in any one of claims 1 to 4, wherein the\noperating means\nfurther comprises a DC power solenoid configured for turning on and off the\nflow\nof DC power to an\nelectric\nmotor configured for operating the air compressor\nor the\nhydraulic fluid pump.\n6. The apparatus as set forth in any one of claims 1 to 5, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\nCA 2844410 2020-03-26\n19\n7. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) at least one system\nbattery\nconfigured for supplying direct current\n("DC")\npower, wherein the at least one system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the at\nleast\none system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n;\nb) a control panel operatively connected to the at least one system\nbattery\n, the\ncontrol panel configured to control the flow of the DC power supplied by the\nat least one system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box, the control box located separately from the control panel;\nand\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\nCA 2844410 2020-03-26\n20\n8. The apparatus as set forth in claim 7, wherein the at least one system\nbattery\nis\ndisposed in a\nbattery\nbox, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for charging the at least one system\nbattery\n, the\nbattery\nbox\nfurther\nconfigured for receiving at least one source of alternating current ("AC')\npower for\npowering the\nbattery\ncharger.\n9. The apparatus as set forth in claim 8, wherein the\nbattery\nbox further\ncomprises\nan AC power transfer switch for controlling the flow of the at least one\nsource of\nAC power to the\nbattery\ncharger.\n10. The apparatus as set forth in any one of claims 7 to 9, further\ncomprising a solar\npanel charging unit configured for charging the at least one system\nbattery\n.\n11. The apparatus as set forth in any one of claims 7 to 10, wherein the\ncontrol panel\nfurther comprises a motor controller for controlling the flow of DC power to\nthe\nelectric\nmotor.\n12. The apparatus as set forth in any one of claims 7 to 11, wherein the\ncontrol box\nfurther comprises a switch configured for providing DC power to the air\ncompressor\nor to the hydraulic fluid pump.\n13. The apparatus as set forth in claim 7, wherein the air compressor\nfurther comprises\na screw-type air compressor.\n14. The apparatus as set forth in claim 13, further comprising an air tank\noperatively\nconnected to the screw-type air compressor.\nCA 2844410 2020-03-26\n21\n15. The apparatus as set forth in claim 13 or in claim 14, wherein the air\ncompressor\nfurther comprises a minimum pressure cut-off switch configured to keep the air\ncompressor running if air pressure within the air compressor is greater than a\npredetermined threshold.\n16. The apparatus as set forth in claim 7, further comprising a pressurized\nhydraulic\nfluid system operatively connected to the hydraulic fluid pump.\n17. The apparatus as set forth in claim 16, wherein the hydraulic fluid\nsystem\ncomprises one or more of a group consisting of hydraulic fluid tanks,\nhydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n18. The apparatus as set forth in any one of claims 7 to 17, wherein at\nleast one of the\ncontrol panel, the control box, the\nelectric\nmotor and either of the air\ncompressor\nand the hydraulic fluid pump is configured to be disposed on a cargo bed of\nthe\nservice\nvehicle\n.\n19. The apparatus as set forth in any one of claims 7 to 18, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n20. The apparatus as set forth in any one of claims 7 to 19, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nCA 2844410 2020-03-26\n22\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\n21. An improved service\nvehicle\nfor servicing heavy duty equipment,\nmachinery and\nvehicles\n, the improved service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe\nimprovement comprising:\na direct current ("DC") powered system configured for controlling an air\ncompressor or a hydraulic fluid pump, the system for configured for\ninstallation on\nor in the service\nvehicle\n, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid;\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel; and\nCA 2844410 2020-03-26\n23\ne) a motor temperature switch configured to disconnect a supply of\nthe DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\n22. The improved service\nvehicle\nas set forth in claim 21, wherein the\nsystem\nbattery\nis disposed in a\nbattery\nbox configured to be positioned on a cargo bed of the\nservice\nvehicle\n, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for\ncharging the system\nbattery\n, the\nbattery\nbox further configured for receiving\na\nsource of alternating current ("AC") power for powering the\nbattery\ncharger.\n23. The improved service\nvehicle\nas set forth in claim 22, wherein the\nbattery\nbox\nfurther comprises an AC power transfer switch for controlling the flow of the\nsource\nof AC power to the\nbattery\ncharger.\n24. The improved service\nvehicle\nas set forth in any one of claims 21 to\n23, wherein\nthe control panel further comprises a motor controller for controlling a flow\nof the\nDC power to the\nelectric\nmotor.\n25. The improved service\nvehicle\nas set forth in any one of claims 21 to\n24, wherein\nthe system comprises the air compressor.\n26. The improved service\nvehicle\nas set forth in claim 25, wherein the air\ncompressor\nfurther comprises a screw-type air compressor.\n27. The improved service\nvehicle\nas set forth in claim 25 or in claim 26,\nwherein the\nsystem further comprises an air tank operatively connected to the air\ncompressor.\n28. The improved service\nvehicle\nas set forth in any one of claims 21 to\n27, wherein\nthe system further comprises the hydraulic fluid pump.\nCA 2844410 2020-03-26\n24\n29. The improved service\nvehicle\nas set forth in claim 28, further\ncomprising a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\n30. The improved service\nvehicle\nas set forth in claim 29, wherein the\nhydraulic fluid\nsystem comprises a member of a group consisting of hydraulic fluid tanks,\nhydraulic fluid accumulators, coolers and heat exchangers, hydraulic fluid\nfilters\nand filtration components, hydraulic motors, control valves, swash plates,\nhydraulically-operated rams and cylinders, hydraulic fluid hoses, lines and\nfittings,\nhydraulic fluid manifolds, hydraulic fluid pressure gauges and transducers,\nand\nhydraulic fluid pressure switches.\n31. The improved service\nvehicle\nas set forth in any one of claims 21 to\n30, wherein at\nleast one of the control panel, the control box, the\nelectric\nmotor and either\nof the\nair compressor and the hydraulic fluid pump is configured to be disposed on a\ncargo bed of the service\nvehicle\n.\n32. The improved service\nvehicle\nas set forth in any one of claims 21 to\n31, wherein\nthe service\nvehicle\nlacks a power take-off ("PTO") system to operate the air\ncompressor or the hydraulic fluid pump.\n33. The improved service\nvehicle\nas set forth in any one of claims 21 to\n32, wherein\nthe system is configured to power the air cornpressor to provide compressed\nair at\na pressure of at least 100 pounds per square inch ("PSI") at least at a rate\nof 60\ncubic feet per minute ("CFM") or to power the hydraulic fluid pump to pump\nhydraulic fluid up to at least 3000 PSI at a rate up to 12 gallons per minute\n("GPM").\nCA 2844410 2020-03-26\n25\n34. A method for improving a service\nvehicle\nfor servicing heavy duty\nequipment,\nmachinery and\nvehicles\n, the service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe method comprising:\nreceiving a direct current ("DC") powered system configured for controlling\nan air compressor or a hydraulic fluid pump, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid,\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n,\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel,\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel, and\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition; and\ninstalling the system on or in the service\nvehicle\n.\nCA 2844410 2020-03-26\n26\n35. The method as set forth in claim 34, further comprising installing the\nsystem\nbattery\nin a\nbattery\nbox configured to be positioned on a cargo bed of the service\nvehicle\n,\nthe\nbattery\nbox further comprising a\nbattery\ncharger configured for charging\nthe\nsystem\nbattery\n, the\nbattery\nbox further configured for receiving a source of\nalternating current ("AC") power for powering the\nbattery\ncharger.\n36. The method as set forth in claim 35, further comprising controlling the\nflow of the\nsource of AC power to the\nbattery\ncharger with an AC power transfer switch\ndisposed in the\nbattery\nbox.\n37. The method as set forth in claim 35 or in claim 36, further comprising\ncharging the\nsystem\nbattery\nwith a solar panel charging unit configured for charging the\nsystem\nbattery\n.\n38. The method as set forth in any one of claims 34 to 37, further\ncomprising controlling\na flow of the DC power to the\nelectric\nmotor with a motor controller disposed\nin the\ncontrol panel.\n39. The method as set forth in any one of claims 34 to 38, wherein the\nsystem further\ncomprises the air compressor.\n40. The method as set forth in claim 39, wherein the air compressor further\ncomprises\na screw-type air compressor.\n41. The method as set forth in claim 39 or in claim 40, wherein the system\nfurther\ncomprises an air tank operatively connected to the air compressor.\n42. The method as set forth in any one of claims 34 to 41, wherein the\nsystem further\ncomprises the hydraulic fluid pump.\n43. The method as set forth in claim 42, wherein the system further\ncomprises a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\nCA 2844410 2020-03-26\n27\n44. The method as set forth in claim 43, wherein the hydraulic fluid system\ncomprises\na member of a group consisting of hydraulic fluid tanks, hydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n45. The method as set forth in any one of claims 34 to 44, further\ncomprising\ndisconnecting the supply of the DC power to the\nelectric\nmotor when the\nelectric\nmotor experiences an over temperature condition with the motor temperature\nswitch.\n46. The method as set forth in any one of claims 34 to 45, further\ncomprising disposing\nat least one of the control panel, the control box, the\nelectric\nmotor and\neither of\nthe air compressor and the hydraulic fluid pump on a cargo bed of the service\nvehicle\n.\n47. The method as set forth in any one of claims 34 to 46, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n48. The method as set forth in any one of claims 34 to 47, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per' minute ("GPM").\nCA 2844410 2020-03-26 | NaN | NaN | NaN | Il est décrit un système monté sur un véhicule à moteur qui sert à contrôler un compresseur dair ou une pompe hydraulique. Le système peut également comprendre un boîtier de batterie ou un appareil de soudage alimenté par le moteur et configuré pour fournir un courant continu à un moteur électrique par lintermédiaire du contrôleur de moteur. Le moteur électrique peut faire fonctionner un compresseur dair qui peut comprendre un réservoir dair servant à stocker de lair comprimé. Le moteur électrique peut également faire fonctionner une pompe hydraulique pour faire fonctionner un système de fluide hydraulique sous pression. | True |
| 125 | Patent 2781346 Summary - Canadian Patents Database | CA 2781346 | NaN | SYSTEM FOR AUTO-EXCHANGING OFELECTRICVEHICLEBATTERY | SYSTEME D'ECHANGE AUTOMATIQUE DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | YU, CHI-MAN | 2015-12-01 | 2012-06-22 | BRION RAFFOUL | English | MOTEX PRODUCTS CO., LTD., KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION, INDUSTRY-UNIVERSITY COOPERATION FOUNDATION OF KOREA AEROSPACE UNIVERSITY | 23\nWhat is claimed is:\n1. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na horizontal frame of a predetermined area formed at a\nlocation higher than the\nelectric\nvehicle\n;\na plurality of\nbattery\nstands formed on a bottom surface of\nthe horizontal frame at a predetermined interval;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides of the horizontal frame,\nrespectively;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and a grasping means installed on a lower end of the\nmovable rail and adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\nbattery\nseated on the\nbattery\nstand and exchange\neach other.\n2. The system as claimed in claim 1, wherein, when there are n\nbattery\nstands, at least (n-1) discharged\nbatteries\nor fully-\ncharged\nbatteries\nare seated on the\nbattery\nstands.\n24\n3. The system as claimed in claim 1, further comprising:\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess.\n4. The system as claimed in claim 3, wherein the image sensing\ndevice comprises:\na CCD camera adapted to take images to determine whether the\nbattery\nmounting recess is in a movement area of the movable\nrail or not when the\nelectric\nvehicle\nstopped;\nan image information processing unit adapted to receive an\nimage signal from the CCD camera and process the image signal;\na memory unit adapted to store a reference value for position\ncorrection of the movable rail; and\n25\na calculation unit adapted to calculate a position correction\nvalue based on the reference value stored in the memory unit and\na stop position of the\nelectric\nvehicle\ndetected by the image\ninformation processing unit, and\nthe control unit is adapted to apply an operating signal to\nthe driving means, based on the position correction value\ncalculated by the calculation unit, so as to drive positions of\nthe variable guide rail and the movable rail from absolution\npositions to corrected positions.\n5. The system as claimed in claim 4, wherein at least two CCD\ncameras are positioned diagonally to minimize errors occurring\nduring image recognition by the image recognition device.\n6. The system as claimed in claim 3, wherein each\nbattery\nstand is supplied with\nelectricity\nto charge a discharged\nbattery\n.\n7. The system as claimed in claim 6, wherein the control unit\nis circuit-connected to respective\nbattery\nstands and adapted to\ndetermine whether a\nbattery\nis seated or not, determine whether\nrespective\nbatteries\nseated on the\nbattery\nstands are fully\ncharged or not, and control the driving means of the movable\nrail and the variable guide rail so that a discharged\nbattery\n26\npicked up from the\nelectric\nvehicle\nis transferred to an empty\nbattery\nstand and a fully-charged\nbattery\nis solely transferred\nto the\nelectric\nvehicle\n.\n8. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na loader formed at a location higher than the\nelectric\nvehicle\n, the loader having loading space units of multiple tiers\nand multiple columns;\nbattery\nstands arranged on respective loading space units of\nthe loader and adapted to move horizontally to a loading space\nunit of a different column;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides, respectively, with\nregard to an upper portion of the loader and the upper portion\nof the\nelectric\nvehicle\n;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and\na grasping means installed on a lower end of the movable rail\nand adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\n27\nbattery\ntransferred to the upper portion of the loader and\nexchange each other.\n9. The system as claimed in claim 8, wherein the loader has\nloading space units of multiple tiers and three columns, the\nloading space units of the center column have upward/downward\nopenings so that a lifting/lowering rod ascends/descends\nupwards/downwards through the openings, and\nbattery\nstands\nloaded with fully-charged\nbatteries\nare arranged on the loading\nspace units of the left and right columns, which are positioned\non both sides of the loading space units of the center column,\nand adapted to slide horizontally.\n10. The system as claimed in claim 9, wherein through-holes are\nformed on the\nbattery\nstands so that the lifting/lowering rod\ncan pass.\n11. The system as claimed in claim 9, wherein a receiving space\nunit is formed near a lowest one of the loading space units of\nthe left or right column so that a\nbattery\nstand loaded with a\nfully-charged\nbattery\nor a discharged\nbattery\nis received in a\nloading space unit of the loader.\n12. The system as claimed in claim 8, further comprising:\n28\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess. | NaN | NaN | NaN | Linvention concerne un système permettant lautoéchange dune batterie de véhicule électrique. Le système comprend ceci : un cadre horizontal dune superficie prédéterminée formé à un emplacement plus élevé que le véhicule électrique; plusieurs plates-formes pour batteries formées sur une surface de fond du cadre horizontal à un intervalle prédéterminé; une paire de rails-guides fixes disposés sur les côtés avant et arrière ou sur les côtés gauche et droit du cadre horizontal, respectivement; un rail-guide variable adapté pour se déplacer à lhorizontale le long de laxe de X et de laxe des Y, le long des rails-guides fixes; un rail mobile adapté pour se déplacer à lhorizontale le long de laxe des Y ou de laxe des X, le long du rail-guide variable et pour monter ou descendre à la verticale; et un élément de prise installé sur une extrémité inférieure du rail mobile et adapté pour ramasser une batterie du véhicule électrique ou une batterie sise sur la plate-forme pour batterie et les échanger entre elles. | True |
| 126 | Patent 2972374 Summary - Canadian Patents Database | CA 2972374 | NaN | ELECTRICVEHICLE | VEHICULE ELECTRIQUE | NaN | STENBERG, KURT E., NOTARO, JOEL M., LEONARD, JOSH J., CRAIN, STEPHEN G., SABOURIN, DENNIS P., OLSEN, RUSS G., MAKI, RICHARD R., MALONE, AMBER PATRICIA, GILLINGHAM, BRIAN R., JOHNSTUN, JEREMIAH TRAVIS | 2018-12-18 | 2010-06-15 | MARKS & CLERK | English | POLARIS INDUSTRIES INC. | What is claimed is:\n1. An\nelectric\nvehicle\n, comprising:\na frame;\na plurality of ground engaging members supporting the frame;\nan\nelectric\nmotor supported by the frame and operatively coupled to at least\none\nof the plurality of ground engaging members to propel the\nvehicle\n;\na\nbattery\nsupply supported by the frame, the\nbattery\nsupply being operatively\ncoupled to the\nelectric\nmotor;\na plurality of chargers supported by the frame operatively coupled to the\nbattery\nsupply to charge the\nbattery\nsupply, the plurality of chargers being coupled\nto the\nbattery\nsupply in parallel;\nan electronic controller operatively coupled to the\nelectric\nmotor to control\noperation of the\nelectric\nmotor;\nan operator area supported by the frame, the operator area including seating\nand\noperator controls, at least a first operator control providing an input to the\nelectronic\ncontroller regarding a desired speed of the\nelectric\nvehicle\n, wherein the\nplurality of\nchargers are positioned forward of a front plane of the seating and the\nelectric\nmotor is\npositioned rearward of the front plane of the seating, and wherein the\nbattery\nsupply is\npositioned generally under the seating;\na first differential supported by the frame rearward of the front plane of the\nseating and operatively coupled to at least a first ground engaging member\nwhich is\nrearward of the front plane of the seating, the\nelectric\nmotor being\noperatively coupled to\nthe first differential;\na second differential supported by the frame forward of the front plane of the\nseating and operatively coupled to at least a second ground engaging member\nwhich is\nforward of the front plane of the seating, the\nelectric\nmotor being\noperatively coupled to\nthe second differential; and\na prop shaft coupling the\nelectric\nmotor to the second differential, wherein\nthe\nbattery\nsupply is divided into a plurality of\nbattery\ngroups leaving at least\none longitudinal\nopening therebetween, the prop shaft extending through the longitudinal\nopening.\n2. The\nelectric\nvehicle\nof claim 1, further comprising a cargo carrying\nportion\npositioned rearward of the front plane of the seating and a generator\nsupported by the\ncargo carrying portion and\nelectrically\ncoupled to at least one of the\nplurality of chargers.\n-38-\n3. The\nelectric\nvehicle\nof claim 2, wherein the generator is removably\ncoupled to the\ncargo carrying portion through at least one expansion retainer.\n4. The\nelectric\nvehicle\nof claim 2 or 3, wherein the cargo carrying portion\nis a cargo\nbed and an\nelectrical\ncable which couples the generator to the at least one of\nthe\nplurality of chargers is routed between the operator area and the cargo bed.\n5. The\nelectric\nvehicle\nof any one of claims 1 to 4, wherein the plurality\nof chargers\nare coupled to a common connector which is adapted to be coupled to a charging\ncable.\n6. An\nelectric\nvehicle\n, comprising:\na frame;\na plurality of ground engaging members supporting the frame;\nan\nelectric\nmotor supported by the frame and operatively coupled to at least\none\nof the plurality of ground engaging members to propel the\nvehicle\n;\na\nbattery\nsupply supported by the frame, the\nbattery\nsupply being operatively\ncoupled to the\nelectric\nmotor;\na plurality of chargers supported by the frame operatively coupled to the\nbattery\nsupply to charge the\nbattery\nsupply, the plurality of chargers being coupled\nto the\nbattery\nsupply in parallel;\nan electronic controller operatively coupled to the\nelectric\nmotor to control\noperation of the\nelectric\nmotor;\nan operator area supported by the frame, the operator area including seating\nand\noperator controls, at least a first operator control providing an input to the\nelectronic\ncontroller regarding a desired speed of the\nelectric\nvehicle\n;\na cargo carrying portion positioned rearward of a front plane of the seating;\nand\na generator supported by the cargo carrying portion and\nelectrically\ncoupled\nto at\nleast one of the plurality of chargers, wherein the cargo carrying portion is\na cargo bed\nand an\nelectrical\ncable which couples the generator to the at least one of the\nplurality of\nchargers is routed between the operator area and the cargo bed.\n7. The\nelectric\nvehicle\nof claim 6, wherein the plurality of chargers are\npositioned\nforward of the front plane of the seating and the\nelectric\nmotor is positioned\nrearward of\nthe front plane of the seating.\n-39-\n8. The\nelectric\nvehicle\nof claim 6, wherein the\nbattery\nsupply is\npositioned generally\nunder the seating.\n9. The\nelectric\nvehicle\nof any one of claims 6 to 8, further comprising a\nfirst\ndifferential supported by the frame rearward of the front plane of the seating\nand\noperatively coupled to at least a first ground engaging member which is\nrearward of the\nfront plane of the seating, the\nelectric\nmotor being operatively coupled to\nthe first\ndifferential;\na second differential supported by the frame forward of the front plane of the\nseating and operatively coupled to at least a second ground engaging member\nwhich is\nforward of the front plane of the seating, the\nelectric\nmotor being\noperatively coupled to\nthe second differential; and\na prop shaft coupling the\nelectric\nmotor to the second differential, wherein\nthe\nbattery\nsupply is divided into a plurality of\nbattery\ngroups leaving at least\none longitudinal\nopening therebetween, the prop shaft extending through the longitudinal\nopening.\n10. The\nelectric\nvehicle\nof any one of claims 6 to 9, wherein the generator\nis\nremovably coupled to the cargo carrying portion through at least one expansion\nretainer.\n11. The\nelectric\nvehicle\nof any one of claims 6 to 10, wherein the\nplurality of chargers\nare coupled to a common connector which is adapted to be coupled to a charging\ncable,\nand wherein the charging cable is adapted to be coupled to an\nelectrical\npower\nsource.\n-40- | 12/484921 | United States of America | 2009-06-15 | Un véhicule électrique comprend un cadre, une pluralité déléments de prise au sol supportant le cadre, un moteur électrique supporté par le cadre et couplé de manière fonctionnelle à au moins un des éléments de prise au sol pour propulser le véhicule, une alimentation par batterie supportée par le cadre, ladite alimentation étant couplée de manière fonctionnelle au moteur électrique, et une pluralité de chargeurs supportés par le cadre couplés de manière fonctionnelle à lalimentation par batterie pour charger lalimentation par batterie, la pluralité de chargeurs étant couplés à lalimentation par batterie en parallèle. Le véhicule comprend également un dispositif de commande électronique couplé au moteur électrique pour en commander le fonctionnement, et une zone de conducteur supportée par le cadre, celle-ci comportant des sièges et des commandes de conducteur, au moins une première commande de conducteur fournissant une entrée au dispositif de commande électronique concernant une vitesse souhaitée du véhicule. Les chargeurs sont positionnés à lavant dun plan avant des sièges, le moteur électrique est positionné à larrière du plan avant des sièges et lalimentation par batterie est positionnée généralement sous les sièges. Le véhicule comporte également un premier différentiel supporté par le cadre à larrière du plan avant des sièges et couplé de manière fonctionnelle à au moins un premier élément de prise au sol situé à larrière du plan avant des sièges, le moteur électrique étant couplé de manière fonctionnelle au premier différentiel. Le véhicule est muni enfin dun deuxième différentiel supporté par le cadre à lavant du plan avant des sièges et couplé de manière fonctionnelle à au moins un deuxième élément de prise au sol situé à larrière du plan avant des sièges, le moteur électrique étant couplé de manière fonctionnelle au deuxième différentiel, et un arbre de transmission couplant le moteur électrique au deuxième différentiel, lalimentation par batterie étant divisée en une pluralité de groupes de batteries laissant au moins une ouverture longitudinale entre eux, larbre de transmission sétendant à travers louverture longitudinale. | True |
| 127 | Patent 3085373 Summary - Canadian Patents Database | CA 3085373 | NaN | ADAPTIVE REGENERATION SYSTEMS FORELECTRICVEHICLES | SYSTEMES DE REGENERATION ADAPTATIVE POUR VEHICULES ELECTRIQUES | NaN | BOTTS, RICHARD EDWARD, FABIANI, BLAKELY LANE | NaN | 2019-01-25 | BORDEN LADNER GERVAIS LLP | English | PREMERGY, INC. | CA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-27-\nCLAIMS\nTHAT WHICH IS CLAIMED IS:\n1. A method comprising:\ndetermining, by one or more computer processors coupled to at least one memory\nof an adaptive regeneration system, that an\nelectric\nvehicle\nis decelerating;\ndetermining an output voltage of a power source at the\nelectric\nvehicle\n;\ndetermining that a voltage potential of a\nbattery\nsystem at the\nelectric\nvehicle\nis\ngreater than the output voltage; and\ncausing the voltage potential of the\nbattery\nsystem to be modified to a value\nequal\nto or less than the output voltage.\n2. The method of claim 1, further comprising:\ndetermining that the output voltage has decreased from a first value to a\nsecond value;\ncausing the voltage potential of the\nbattery\nsystem to be modified to a value\nequal to or\nless than the second value.\n3. The method of claim 1, wherein the voltage potential of the\nbattery\nsystem is\nmodified using one or more switches or mosfets to change connections between\nindividual\nbatteries\nof the\nbattery\nsystem to series connections or parallel connections.\n4. The method of claim 1, further comprising:\ndynamically matching the voltage potential of the\nbattery\nsystem to the output\nvoltage of the power source.\n5. The method of claim 1, further comprising:\ndetermining that the\nelectric\nvehicle\nspeed is equal to or less than 25 miles\nper\nhour.\n6. The method of claim 1, wherein causing the voltage potential of the\nbattery\nsystem\nto be modified to the value equal to or less than the output voltage\ncomprises:\nCA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-28-\nchanging a first connection between a first\nbattery\nof the\nbattery\nsystem and\na\nsecond\nbattery\nof the\nbattery\nsystem from a series connection to a parallel\nconnection\nusing one or more switches or mosfets.\n7. The method of claim 6, further comprising:\nchanging a second connection between the second\nbattery\nof the\nbattery\nsystem\nand a third\nbattery\nof the\nbattery\nsystem from a parallel connection to a\nseries connection\nusing one or more switches or mosfets; and\ndetermining that the voltage potential of the\nbattery\nsystem is less than the\noutput voltage.\n8. The method of claim 1, further comprising:\ndetermining a percentage of a maximum braking force being applied at the\nelectric\nvehicle\ndetermining a\nvehicle\nspeed;\ndetermining a\nbattery\nsystem temperature;\ndetermining an ambient temperature;\ndetermining an ambient humidity;\ndetermining a current output of the power source; and\ndetermining a voltage potential value at which to set the voltage potential\nbased at\nleast in part on the percentage, the\nvehicle\nspeed, the\nbattery\nsystem\ntemperature, the\nambient temperature, the ambient humidity, and the current output.\n9. The method of claim 1, further comprising:\ndetermining that a braking system is being applied at the\nelectric\nvehicle\nprior to activating\nthe adaptive regeneration system.\n10. An adaptive regeneration system for an\nelectric\nvehicle\ncomprising:\na power source;\na set of\nbatteries\nconfigured to receive energy from the power source; and\na controller configured to change a configuration between respective\nbatteries\nof\nthe set of\nbatteries\nfrom a series configuration to a parallel configuration,\nwherein the\nCA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-29-\ncontroller configures the set of\nbatteries\nto have a voltage potential that is\nwithin a\nthreshold value of an output voltage of the power source;\nwherein the respective\nbatteries\nof the set of\nbatteries\nare configured to\ncharge and\ndischarge at different voltages.\n11. The adaptive regeneration system of claim 10, wherein the power source\ncomprises\none or more of a generator, an alternator, or a dynamo.\n12. The adaptive regeneration system of claim 10, wherein the change in the\nconfiguration of the set of\nbatteries\ncauses a change in a total voltage\npotential of the set of\nbatteries\n.\n13. The adaptive regeneration system of claim 10, wherein the controller is\nfurther\nconfigured to change the configuration of the set of\nbatteries\nto a combined\nconfiguration\nincluding series and parallel connections.\n14. The adaptive regeneration system of claim 10, wherein the controller is\nconfigured\nto monitor the output voltage of the power source, and to control a current\noutput or a\nvoltage potential of the power source using one or more switches or\ntransistors.\n15. The adaptive regeneration system of claim 10, wherein the controller is\nfurther\nconfigured to determine inputs of individual\nbattery\nvoltages of the set of\nbatteries\n, states\nof charge of the set of\nbatteries\n,\nbattery\ntemperatures,\nbattery\nvoltages,\ncurrent output from\nthe power source, ambient temperature, and ambient humidity; and\nwherein the controller is configured to change the configuration between the\nrespective\nbatteries\nbased at least in part on the inputs.\n16. The adaptive regeneration system of claim 10, wherein the voltage\npotential is less\nthan the output voltage.\n17. The adaptive regeneration system of claim 10, wherein the threshold\nvalue is a\npredetermined percentage or an absolute value.\nCA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-30-\n18. A charging system comprising:\na generator comprising a first rotor and a second rotor, wherein the first\nrotor and\nthe second rotor are configured to create perpendicular current paths that\nreduce back\nelectromagnetic force and reduce eddy current formation;\na set of\nbatteries\n;\none or more switches or mosfets configured to create series or parallel\nconnections\nbetween individual\nbatteries\nof the set of\nbatteries\n; and\na controller configured to:\ndetermine that an\nelectric\nvehicle\nis decelerating;\ncause the first rotor to generate power;\ndetermine that brakes of the\nelectric\nvehicle\nare engaged; and\ncause the second rotor to generate power.\n19. The charging system of claim 18, wherein the controller is further\nconfigured to:\ndetermine a current output of the generator; and\ncause either a series connection or a parallel connection to be created\nbetween the\nfirst\nbattery\nand the second\nbattery\nbased at least in part on the current\noutput.\n20. The charging system of claim 18, wherein the controller is further\nconfigured to:\ndirect back electromagnetic force or eddy currents to the first rotor or the\nsecond\nrotor to cause the\nelectric\nvehicle\nto slow down. | NaN | NaN | NaN | L'invention concerne des systèmes et des procédés destinés à des systèmes de régénération adaptative destinés à des véhicules électriques. Dans un mode de réalisation, un procédé donné à titre d'exemple peut consister à déterminer, par un système de régénération adaptative, qu'un véhicule électrique est en décélération, à déterminer une tension de sortie d'une alimentation électrique au niveau du véhicule électrique, à déterminer qu'un potentiel électrique d'un système de batterie est supérieur à la tension de sortie, au niveau du véhicule électrique, et à induire la modification du potentiel électrique du système de batterie à une valeur inférieure ou égale à la tension de sortie. | True |
| 128 | Patent 2184578 Summary - Canadian Patents Database | CA 2184578 | NaN | BATTERYENERGY MONITORING CIRCUITS | CIRCUITS DE SURVEILLANCE DE L'ENERGIE DE BATTERIES | NaN | NOR, JIRI K. | 2000-06-27 | 1996-01-15 | RIDOUT & MAYBEE LLP | English | ECOTALITY, INC. | 31\nWHAT IS CLAIMED IS:\n1. A monitoring and control apparatus for a\nbattery\n(12, 14, 72, 84)\nwhich comprises a long chain of series connected cells or\nbattery\nmodules (14,\nK, L, M, 76), said monitoring and control apparatus being a circuit comprising:\na main control module (16) having a plurality of input and output\nports (48, 50, 52, 54, 56, 58);\nat least one\nbattery\nmonitoring module (18) having input and output\ncommunications with said main control module; and\na current sensor means (40) in series with said long chain\nbattery\n,\nand having a sensed current input to said main control module;\nwherein said main control module includes current control means,\nmeans controlling external means or circuits used for periodically interrupting or\nchanging the current flow in said long chain\nbattery\n, voltage reading means for\nreceiving and storing voltage information from each of said\nbattery\nmonitoring\nmodules, timing means, microprocessor means, annunciator means,\nbattery\nmonitoring module control means, temperature monitoring means, and serial\ncommunications bus means (24);\nwherein each of said\nbattery\nmonitoring modules includes serial\ncommunications bus means (26), and data acquisition circuitry which comprises\ncell or\nbattery\nvoltage monitoring means for each cell or\nbattery\nmodule with\nwhich it is associated, and control means for controlling switches that are within\nor series connected with each of said cells or\nbattery\nmodules;\nwherein said main control module and said\nbattery\nmonitoring\nmodules are in communication with one another over said serial communications\nbus means; and\nwherein said data acquisition circuitry in each of said\nbattery\nmonitoring modules is galvanically connected with the respective cells or\nbattery\nmodules with which it is associated, and galvanically isolated from said serial\ncommunications bus means.\n32\n2. The apparatus of claim 1, when installed in an\nelectric\nvehicle\ntogether with said\nbattery\n;\nwherein said main control module further includes a\nvehicle\ncommunication bus (30) which provides control, monitoring, and feedback\ncommunications to and from a drive controller in said\nelectric\nvehicle\n;\nwherein said\nelectric\nvehicle\nhas an\nelectric\nmotor (32) and a\ntraction controller (34) therefor connected in series across said\nbattery\n, and other\nvehicle\nelectrical\nloads (36) in parallel with said\nelectric\nmotor and traction\ncontroller, and a power delivery connector (42a, 42b) for delivering charging\ncurrent from a source thereof to said\nbattery\n;\nwherein said drive controller controls said traction controller and\nsaid\nelectric\nmotor over said\nvehicle\ncommunication bus; and\nwherein terminals and other junctions in said power delivery\nconnector and said\nelectric\nmotor are connected to monitoring means therefor\nwithin said respective\nbattery\nmonitoring modules.\n3. The apparatus of claim 2, wherein said main control module further\nincludes a charge control interface means (48) to control charging of said\nbattery\nwhen it is connected through said charge connector to a\nbattery\ncharger, an\nauxiliary data port as may be required (52), and at least one or more other\nauxiliary inputs and outputs (54, 56) as may be required to monitor and control\ndisplays and other\nelectrically\noperating appliances and auxiliary equipment as are\nlocated in said\nelectric\nvehicle\n; an input (58) from an external ambient\ntemperature sensor (60) which is mounted in said\nelectric\nvehicle\n, and at least one\nor more other microprocessors and switches as may be required to monitor and\ncontrol the input, output, or operation of said other\nelectrically\noperating\nappliances and auxiliary equipment, and said external ambient temperature sensor.\n4. The apparatus of claim 2, wherein each said\nbattery\nmonitoring\nmodule further includes at least one or more other auxiliary inputs and outputs\n(54, 56) as may be required to monitor and control any\nelectrically\noperating\n33\nappliances and auxiliary circuits or equipment that are associated with the\nrespective cells or\nbattery\nmodules with which said\nbattery\nmonitoring module\n(18) is associated; and\nwherein said\nbattery\nmonitoring module further includes one or\nmore additional inputs and outputs (62) as may be required to connect and control\nany sensors for cell or\nbattery\ntemperature or internal cell or\nbattery\npressure or\nelectrolyte level for each individual cell or\nbattery\nmodule with which said\nbattery\nmonitoring module is associated.\n5. The apparatus of claim 1, wherein data and other transmissions over\nsaid serial communications bus means are digitally encoded.\n6. The apparatus of claim 4, wherein all\nbattery\ncurrent carrying\nwiring (38) which is external to each cell or\nbattery\nmodule is, itself, monitored\nfor changes in resistance or voltage which may occur therein by one or more\nrespective\nbattery\nmonitoring modules through a respective input thereto.\n7. The apparatus of claim 4, wherein all wiring (28) associated with\nsaid cell or\nbattery\nvoltage monitoring means for each cell or\nbattery\nmodule with\nwhich it is associated is connected to power cable clamps or terminals (66) usedto connect\nbattery\ncurrent wiring to the respective cell or\nbattery\nmodule.\n8. The apparatus of claim 7, wherein said power delivery connector\nand said\nelectric\nmotor and traction controller wiring are monitored for changesin resistance or voltage which may occur therein by a respective\nbattery\nmonitoring module through a respective input thereto.\n9. The apparatus of claim 1, wherein each cell or\nbattery\nmodule in\na chain of cells or\nbattery\nmodules associated with each said\nbattery\nmonitoringmodule has a high current capacity single pole, double throw switch (70) and a\nbypass current conductor (74) arranged so that one throw of each said switch\n34\nconnects to a first end of said cell or\nbattery\nmodule and the other end of said cell\nor\nbattery\nmodule is connected to the common point of the next single pole,\ndouble throw switch, and the other throw of each said switch connects to said\nbypass current conductor and through it also to said common point of said next\nsingle pole, double throw switch;\nwhereby any one or all of said cells or\nbattery\nmodules may be\nbypassed in said chain; and\nwhereby, if all cells or\nbattery\nmodules in said chain are bypassed,\nthen the respective other ends or each of said cells or\nbattery\nmodules are all\nconnected to a single bus comprising the series connected bypass conductor, and\nthe respective first ends of each of said cells or\nbattery\nmodules are isolated.\n10. The apparatus of claim 9, wherein each of said single pole, double\nthrow switches is a mechanical switch or a solid state, semiconductor switch.\n11. The apparatus of claim 10, wherein when said single pole, double\nthrow switch is a solid state, semiconductor switch, said cell or\nbattery\nmoduleis configured as a two-terminal module having two sides;\nwherein one side comprises a cell or\nbattery\nin series with a parallel\nconnection of a first semiconductor switch (86) and a free wheeling diode (88)\nwhich is forward facing with respect to the polarity of said cell or\nbattery\nand the\nflow of charging current.\nwherein the other side comprises a bypass current conductor in\nseries with a parallel connection of a second semiconductor switch (92) and a\nrearward facing, with respect to the polarity of said cell or\nbattery\n, free wheeling\ndiode (94); and\nwherein interlock control means are included in said respective\nbattery\nmonitoring module to preclude a situation where both of said first and\nsecond semiconductor switches is permitted to be in their conductive states at the\nsame time.\n12. The apparatus of claim 1, wherein the galvanic isolation is by\noptocouplers.\n13. The apparatus of claim 10, wherein said switch is a MOSFET or\nan IGBT semiconductor switch.\n14. The apparatus of claim 12, wherein said switch is a MOSFET or\nan IGBT semiconductor switch.\n15. A method of taking the resistance free voltage reading of a long\nchain\nbattery\n(12, 14, 72, 84) during charging from a\nbattery\ncharger or discharge\nthereof, wherein said long chain\nbattery\nis installed in an\nelectric\nvehicle\ntogether\nwith a monitoring and control apparatus therefor;\nwherein said long chain\nbattery\ncomprises a plurality of series\nconnected cells or\nbattery\nmodules (14, K, L, M, 76);\nwherein said\nelectric\nvehicle\nhas installed therein a main control\nmodule (16), at least one\nbattery\nmonitoring module which is associated with a\nrespective plurality of cells or\nbattery\nmodules, a current sensor means (40) inseries with said long chain\nbattery\n, a\nvehicle\ncommunication bus (30), a drive\ncontroller, an\nelectric\nmotor (32) and a traction controller (34) therefor in series\nacross said\nbattery\n, other\nvehicle\nelectrical\nloads (36) in parallel with said series\nconnected\nelectric\nmotor and traction controller, current control means and current\nflow interruption means within said main control module, a serial communicationsbus (24), and voltage reading means for receiving and storing voltage information\nfor each cell or\nbattery\nmodule from each of said\nbattery\nmonitoring modules;\nwherein said method comprises following any one of the following\nsteps:\nI: providing a parallel connection of a high current capacity\nswitch and a rearward facing diode in series with said\nelectric\nmotor and traction controllers; a free wheeling\ndiode in parallel with said series connected\nelectric\nmotor\n36\nand traction controller, and an energy storage filter\ncomprising an inductor in series with said switch or a\ncapacitor in parallel with said switch, or both; periodically\ninterrupting the control of current through said switch by\nopening said switch for a diagnostic period of time less than\nthe time constant of said energy storage filter so as to\ncontinue to feed\nelectrical\nenergy to said\nelectric\nmotor; and\ntaking a voltage reading for each cell or\nbattery\nmodule\nwhile said switch is open;\nII: providing means for controlling said traction controller;\nreading the instantaneous current flowing through said long\nchain\nbattery\n; controlling said traction controller whereby\nsaid\nelectric\nmotor may be controlled to draw a current\nwhich is significantly different from the current just\npreviously flowing to said\nelectric\nmotor for a diagnostic\nperiod for from about 3 to about 10 ms, taking a current\nreading of current through said long chain\nbattery\nduring\nsaid diagnostic period; comparing the current reading taken\njust prior to said diagnostic period with the current reading\ntaken during said diagnostic period, and mathematically\nextrapolating the resistance free voltage from said current\nreadings, due to the linear relationship of direct current\nvoltage, current, and resistance under Ohm's law;\nIII: providing means for controlling said traction controller;\nreading the instantaneous current flowing through said long\nchain\nbattery\n; controlling said traction controller whereby\nsaid\nelectric\nmotor may be reversed for a brief diagnostic\nperiod to a level which is equal to the current being drawn\nby said other\nelectrical\nloads, whereby the current flowing\nthrough said\nbattery\nis reduced to zero; and determining the\n37\nresistance free voltage of said long chain\nbattery\nwhile the\ncurrent flow therethrough is zero;\nIV: providing a parallel connection of a high current capacity\nswitch and a rearward facing diode in series with said other\nvehicle\nelectrical\nloads but beyond said series connected\nelectric\nmotor and traction controller; reading the\ninstantaneous current flowing through said long chain\nbattery\n; periodically interrupting the control of current\nthrough said switch by opening said switch for a diagnostic\nperiod of time; taking a current reading of current through\nsaid long chain\nbattery\nwhile said switch is open; and\ncomparing the current reading taken just prior to opening\nsaid switch with the current reading taken during said\ndiagnostic period, and mathematically extrapolating the\nresistance free voltage from said current readings, due to the\nlinear relationship of direct current voltage, current, and\nresistance under Ohm's law; or\nV: providing a series connection of a further load resistor and\na high current capacity switch, in parallel with said series\nconnected\nelectric\nmotor and traction controller, wherein\nsaid switch is galvanically isolated from said main control\nmodule; reading the instantaneous current flowing through\nsaid long chain\nbattery\n, periodically closing said switch for\na diagnostic period of time; taking a current reading of\ncurrent through said long chain\nbattery\nwhile said switch is\nclosed; and comparing the current reading taken just prior\nto closing said switch with the current reading taken during\nsaid diagnostic period, and mathematically extrapolating the\nresistance free voltage from said current readings, due to the\nlinear relationship of direct current voltage, current, and\nresistance under Ohm's law.\n38\n16. The method of claim 15, wherein for any voltage or current\nreadings taken, three readings are taken at identical time intervals, where the first\nreading is taken just prior to the initiation of the diagnostic period, the second\nreading is taken after time interval "t" during said diagnostic period and just\nbefore the end thereof, and the third reading is taken after a further time interval\n"t" which occurs after said diagnostic period; calculating the slope characterizing\nthe three readings by the following determination:\n<img/>\nand if the calculated slope exceeds a predetermined value, discarding the readings\nas being not indicative of equilibrium of the\nelectrical\ncharge or discharge reaction\nof said long chain\nbattery\n.\n17. The method of claim 16, wherein each of said three readings is\ndetermined by taking several discrete readings taken within short time intervalsof between 5% to 20% of interval "t", and then digitally filtering and averagingsaid discrete readings.\n18. The method of claim 15, wherein for any voltage or current\nreadings taken, said diagnostic pulses occur from 5 to 30 seconds apart, a series\nof 2 to 10 readings are taken in the 2 to 4 seconds just preceding the initiation of\neach diagnostic pulse, and then said series of readings are compared one to\nanother; and\nif each of said series of readings falls within a predetermined range,\nor if each succeeding reading is either higher or lower than the preceding reading\nwithin a predetermined range, then said readings are accepted as being indicative\nof equilibrium of the\nelectrical\ncharge or discharge reaction of said long chainbattery.\n19. A method of controlling the rate of charge or discharge current of\na long chain\nbattery\nduring discharge or regenerative charging thereof, when said\n39\nlong chain\nbattery\nis installed in an\nelectric\nvehicle\ntogether with a monitoring and\ncontrol apparatus therefore;\nwherein said long chain\nbattery\ncomprises a plurality of series\nconnected cells or\nbattery\nmodules;\nwherein said\nelectric\nvehicle\nhas installed therein a main control\nmodule, at least two\nbattery\nmonitoring modules each associated with a respective\nplurality of cells or\nbattery\nmodules, a current sensor means in series with said\nlong chain\nbattery\n, a\nvehicle\ncommunication bus, a drive controller, an electricmotor and a traction controller therefor in series across said\nbattery\n, other\nvehicle\nelectrical\nloads in parallel with said series connected\nelectric\nmotor and traction\ncontroller, current control means and current flow interruption means within said\nmain control module, a serial communications bus, and voltage reading means for\nreceiving and storing voltage information for each cell or\nbattery\nmodule from\neach of said\nbattery\nmonitoring modules, except during discharge or regenerativecharge thereof;\nwherein said method comprises the steps of:\n(a) determining the characteristic charge acceptance\ncurve and discharge ability curve, each being a plot\nof\nbattery\ncurrent related to state of charge of said\nlong chain\nbattery\n, determining a maximum\ndischarge current allowable for said long chain\nbattery\n, and determining a maximum permitted\nregenerative charging current due to regenerative\nbraking of said\nelectric\nvehicle\n;\n(b) during discharge of said long chain\nbattery\n, limiting\nthe discharge current to no greater than said\nmaximum allowable discharge current; continuously\nmonitoring said discharge current and the state of\ncharge of said\nbattery\n; and when said discharge\ncurrent and state of charge of said\nbattery\nreach a\npoint which is indicative of an intersection of said\ndischarge current with said discharge ability curve,\nactivating an annunciation of that fact and\ncontrolling the discharge current so that it does not\nexceed the permitted value of discharge current for\nany state of charge of said\nbattery\n; and when said\ndischarge current falls below a predetermined limit,\ninitiating a controlled stoppage of said\nelectric\nmotor\nby controlling said traction controller therefor, and\ncausing disconnection of said other\nelectrical\nloads\nas necessary; and\n(c) during regenerative charging of said long chain\nbattery\n, limiting regenerative charging current to no\ngreater than said maximum allowable regenerative\ncharging current, continuously monitoring said\nregenerative charging current and the state of charge\nof said\nbattery\n, and when said state of charge of said\nbattery\napproaches a predetermined level less than\nthe point at which said charge acceptance curve\nwould be intercepted by said maximum regenerative\ncharging current, controlling said regenerative\ncharging current so as to always be below said\ncharge acceptance curve as said state of charge\nincreases. | 08/372,936 | United States of America | 1995-01-17 | Un bloc (12) de batteries destiné tout particulièrement à un véhicule électrique, comprend une pluralité de cellules ou de modules (14, 72, 84) montés en série. Pour surveiller le fonctionnement électrique, en particulier la décharge pendant que le véhicule roule, la recharge à un poste spécial ou la recharge régénérative lors des freinage, le bloc comporte un module de surveillance principal (16) et une pluralité de modules (18) de surveillance des batteries. Le moteur électrique (32) et un dispositif de surveillance de la traction (34) sont connectés en série aux bornes du bloc et d'autres charges électriques (36) du véhicule sont en parallèle avec le moteur et le dispositif de surveillance. Chaque module de surveillance de batteries va surveiller un certain nombre de batteries et le fil électrique (38) transportant le courant entre elles, pour que les problèmes qui se produisent puissent être détectés avant qu'il ne se produise une défaillance ou des dégâts importants. Un bus de communication sériel (24) est prévu entre le module de surveillance principal et les modules de surveillance de batteries et les données transmises par ce bus sont généralement codées sous forme numérique. Un circuit analogique sensible dans les modules de surveillance de batteries se trouve à proximité des modules de batteries avec lesquels il est associé et il est isolé galvaniquement du circuit de communication numérique et du bus de communication des données transmettant les données vers la module de surveillance principal. Tous les commutateurs et autres dispositifs de commande des batteries sont isolés galvaniquement des modules de surveillance des batteries et du module de surveillance principal. Des moyens (70) sont prévus pour isoler des cellules ou des modules de batteries spécifiques, selon le besoin; d'autres moyens sont prévus pour s'assurer de ce que des échantillonnages importants de tension et/ou de courant soient indicatifs de l'équilibre des réactions de charge ou de décharge électrique, afin que des lectures erronées faites durant une accélération ou un freinage rapide ou dans d'autres circonstances ne correspondant pas à un état sensiblement stable, puissent être écartées. D'autres moyens sont prévus permettant au conducteur d'un véhicule électrique d'être informé que l'énergie disponible dans les batteries est passée sous un seuil spécifié et pour s'assurer de ce que la vitesse de décharge ou de recharge régénérative de la batterie ne dépasse pas des limites prédéterminées. | True |
| 129 | Patent 2789019 Summary - Canadian Patents Database | CA 2789019 | NaN | HYDRAULICELECTRICHYBRID DRIVETRAIN | TRANSMISSION HYBRIDE HYDRAULIQUE-ELECTRIQUE | NaN | CLARK, BRIAN M., CASE, MARK | NaN | 2010-12-13 | RIDOUT & MAYBEE LLP | English | TEREX SOUTH DAKOTA, INC. | WHAT IS CLAIMED IS:\n1. A\nvehicle\ncomprising:\nan engine operably connected to a hydraulic pump, the hydraulic pump\nin fluid communication with a hydrostatic drive system;\na plurality of traction devices, wherein at least one of the devices is\noperably connected to a hydrostatic drive motor of the hydrostatic drive\nsystem; and\nan\nelectric\nmachine operably coupled to at least one of the remaining\nplurality of traction devices, the\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output mechanical power to said\ntraction\ndevice, and operable as a generator to output\nelectrical\npower to the\nbattery\n;\nwherein the traction devices support the\nvehicle\nupon a support surface.\n2. The\nvehicle\nof claim 1 further comprising a system of hydraulic\nvalves and actuators in fluid communication with the hydraulic pump to receive\npressurized fluid therefrom and perform a function.\n3. The\nvehicle\nof claim 1 further comprising a second hydrostatic\ndrive motor operably connected to another one of the remaining plurality of\ntraction\ndevices, wherein the second hydrostatic drive motor is in fluid communication\nwith\nthe hydraulic pump to receive pressurized fluid therefrom.\n4. The\nvehicle\nof claim 3 further comprising a second\nelectric\nmachine operably coupled another one of the remaining plurality of traction\ndevices,\nthe second\nelectric\nmachine\nelectrically\ncoupled to the\nbattery\n, the\nelectric\nmachine\noperable as a motor to output mechanical power to said traction device, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n.\n5. The\nvehicle\nof claim 1 wherein the engine is operated within\na desired output range by using the\nelectric\nmachines as one of motors and\ngenerators\nto stabilize the engine output.\n-16-\n6. The\nvehicle\nof claim 1, further comprising a charger configured\nto output power from an external\nelectric\npower supply to the\nbattery\n.\n7. The\nvehicle\nof claim 1 further comprising a second hydraulic\npump operatively coupled to the engine, the second hydraulic pump in fluid\ncommunication with a system of hydraulic valves and actuators to supply\npressurized\nfluid thereto.\n8. The\nvehicle\nof claim 1 operable in a first operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the traction device coupled to the\nelectric\nmachine\ninteracts with\nthe support surface to power the\nelectric\nmachine as a generator to output\nelectrical\npower to the\nbattery\n.\n9. The\nvehicle\nof claim 1 operable in a second operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the\nbattery\nis configured to power the\nelectric\nmachine\nas a motor\nto drive the traction device coupled to the first\nelectric\nmachine and\nadditionally\npropel the\nvehicle\nacross the support surface.\n10. The\nvehicle\nof claim 1 operable in a third operating mode to\npropel the\nvehicle\n, wherein the\nelectric\nmachine is configured to act as a\nmotor and\nuses\nbattery\npower to drive the traction device coupled to the\nelectric\nmachine to\npropel the\nvehicle\nacross the support surface; and\nwherein the\nvehicle\nis configured to operate using\nelectricity\nwith the\nengine inoperative.\n11. The\nvehicle\nof claim 1 operable in a fourth operating mode\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\n-17-\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and\nwherein the\nelectric\nmachine is configured to freewheel.\n12. The\nvehicle\nof claim 7 further comprising a fifth operating\nmode wherein the engine is configured to power the second hydraulic pump,\nthereby\nsupplying pressurized fluid to the system of hydraulic valves and actuators to\nperform\nan function.\n13. The\nvehicle\nof claim 1 further comprising a second\nbattery\noperably connected to an engine starting circuit.\n14. A\nvehicle\ncomprising:\nan engine connected to a hydraulic pump, the hydraulic pump in fluid\ncommunication with a first and second hydrostatic drive motor to supply\npressurized\nfluid thereto;\na first pair of traction devices, each traction device operably connected\nto one of the hydrostatic drive motors;\na first and second\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n,\neach\nelectric\nmachine operable as a motor to output mechanical power, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n;\na second pair of traction devices, each traction device operably\nconnected to one of the\nelectric\nmachines;\nwherein the traction devices support the\nvehicle\nupon the support\nsurface.\n15. The\nvehicle\nof claim 14 wherein the first and second\nelectric\nmachines were configured on the\nvehicle\nduring a retrofitting process on an\nexisting\nhydraulic\nvehicle\n.\n16. A\nvehicle\ncomprising:\n-18-\na hydraulic drive system having an engine connected to a hydraulic\npump in fluid communication with at least one hydrostatic drive motor to\nprovide\npressurized fluid thereto, the hydrostatic drive motor operable coupled to a\nfirst\ntraction device; and\nan\nelectric\ndrive system having at least one\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output\nmechanical\npower, and operable as a generator to output\nelectrical\npower to the\nbattery\n,\nthe\nelectric\nmachine operably coupled to a second traction device;\nwherein the first and second traction devices support the\nvehicle\non a\nsupport surface.\n17. The\nvehicle\nof claim 16 wherein power is transferable from the\nhydraulic drive system to the\nelectric\ndrive system by way of a ground\ncoupling\nbetween the first and second traction devices.\n18. The\nvehicle\nof claim 17 further comprising a system of\nhydraulic valves and actuators in fluid communication with the first hydraulic\ndrive\nsystem.\n19. The\nvehicle\nof claim 17 operable in a first operating mode, wherein\nthe first hydraulic drive system is configured to propel the\nvehicle\nacross\nthe support\nsurface, and wherein the second\nelectric\ndrive system is configured to output\nelectrical\npower to the\nbattery\n.\n20. The\nvehicle\nof claim 17 operable in a second operating mode,\nwherein the first hydraulic drive system is configured to propel the\nvehicle\nacross the\nsupport surface, and wherein the second\nelectric\ndrive system is configured to\nadditionally propel the\nvehicle\nacross the support surface.\n-19- | 12/706,324 | United States of America | 2010-02-16 | Véhicule équipé d'un moteur relié à une pompe hydraulique en communication fluide avec un système d'entraînement hydrostatique et au moins un dispositif parmi une pluralité de dispositifs de traction reliés à un moteur d'entraînement hydrostatique. Le véhicule comporte aussi une batterie associée à une machine électrique associée à au moins un dispositif parmi le reste de la pluralité de dispositifs de traction. La machine électrique joue le rôle de moteur pour propulser le véhicule ou de génératrice pour charger la batterie. Un véhicule est équipé d'un système d'entraînement hydraulique et d'un système d'entraînement électrique, chacun étant relié dans son fonctionnement à un dispositif de traction. On peut transférer la puissance du premier système d'entraînement au second système d'entraînement au moyen d'un accouplement au sol entre les dispositifs de traction. | True |
| 130 | Patent 3198204 Summary - Canadian Patents Database | CA 3198204 | NaN | SUPPLYING POWER TO ANELECTRICVEHICLE | ALIMENTATION EN ENERGIE D'UN VEHICULE ELECTRIQUE | NaN | IJAZ, MUJEEB, MOORHEAD, BRIAN | NaN | 2021-09-17 | SMART & BIGGAR LP | English | OUR NEXT ENERGY, INC. | CLAIMS\nWhat is claimed is:\n1. A power supply system for an\nelectric\nvehicle\n, comprising:\na traction\nbattery\nconfigured to be connected to and disconnected from a high-\nvoltage DC bus of the\nelectric\nvehicle\nto power the\nelectric\nvehicle\n;\na hybrid range extender\nbattery\ncomprising one or more high energy density\nhybrid\nmodules connected in parallel, with each high energy density hybrid module\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series;\nand\none or more bi-directional DC-DC converters arranged between the one or more\nhigh\nenergy density hybrid modules and the high-voltage DC bus of the\nelectric\nvehicle\n;\nwherein each of the arranged bi-directional DC-DC converters operatively\ncouples a\nDirect Current from a corresponding high energy density hybrid module to the\ntraction\nbattery\nand/or to the powertrain through the high-voltage DC bus of the\nelectric\nvehicle\nin\norder to charge the traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively.\n2. The power supply system of claim 1, wherein each high energy density\nhybrid\nmodule of the one or more high energy density hybrid modules is configured\nwith a\nchemistry that prioritizes high energy density over available cycle life.\n3. The power supply system of claim 1, wherein the traction\nbattery\ncomprises one or\nmore traction modules controlled by a\nBattery\nManagement System (BMS).\n54\n4. The power supply system of claim 1, wherein the one or more traction\nmodules of\nthe traction\nbattery\nis a plurality of traction modules, and the plurality of\ntraction modules\nare connected in series.\n5. The power supply system of claim 1, wherein each cell of the plurality\nof cells is\nconfigured to be independently measurable by the corresponding HMC.\n6. The power supply system of claim 1, wherein the one or more high energy\ndensity\nhybrid modules are configured to manage charging and/or discharging through a\ncorresponding bi-directional DC-DC-converter.\n7. The power supply system of claim 1, wherein the corresponding HMC of a\nhigh\nenergy density hybrid module is configured to further manage a power\ngenerating mode of\nthe power supply system by controlling a rate of charging and discharging of\nits high energy\ndensity hybrid module through sensor information obtained about the\nindependently\nmeasurable cells.\n8. The power supply system of claim 1, further comprising a balancing\ndevice for each\ncell of the high energy density hybrid module and configured to selectively\ndischarge an\nelectric\ncharge stored in the cell.\n9. The power supply system of claim 8, wherein the balancing device is a\nbleeder\nresistor connected in parallel with said each cell.\n10. The power supply system of claim 1, wherein the hybrid range extender\nbattery\ncomprises a plurality of chemistries.\n11. The power supply system of claim 1, wherein cells of at least one high\nenergy\ndensity hybrid module have a cell energy density of about 1000Wh/L or more.\n12. The power supply system of claim 1, wherein the range extender\nbattery\nhas a cycle\nlife of about 200 cycles.\n13. The power supply system of claim 1, wherein the traction\nbattery\nis\npartitioned from\nthe hybrid range extender\nbattery\n.\n14. The power supply system of claim 1, wherein the traction\nbattery\nis\nload-following.\n15. A method of operating a power supply system of an\nelectric\nvehicle\n,\ncomprising:\nproviding a traction\nbattery\ncomprising one or more traction modules\nconfigured to\npower the\nelectric\nvehicle\n;\nproviding a hybrid range extender\nbattery\nhaving one or more high energy\ndensity\nhybrid modules connected in parallel, with each high energy density hybrid\nmodule having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series,\n56\neach cell of the plurality of cells being independently measurable by said\ncorresponding\nHMC;\noperatively coupling a Direct Current from one or more of the high energy\ndensity\nhybrid modules to the high-voltage DC bus to which the traction\nbattery\nand/or\na powertrain\nof the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or\npower the\nelectric\nvehicle\nrespectively by arranging one or more bi-directional DC-DC converters\nbetween the\none or more high energy density hybrid modules and the high-voltage DC bus of\nthe\nelectric\nvehicle\nwith each high energy density hybrid module of the one or more high\nenergy density\nhybrid modules having a corresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n16. The method of claim 15, further comprising detecting a failure of a\ncell by\ncontrolling an input and output current of the high energy density hybrid\nmodule using the\ncorresponding bi-directional DC-DC converter and comparing a corresponding\nmeasured\nimpedance of the cell to a reference profile.\n17. The method of claim 16, further comprising altering, responsive to\ndetecting a failure\nof a cell of the high energy density hybrid module, a rate of discharge of the\nhigh energy\ndensity hybrid module.\n57\n18. The method of claim 16, further comprising deactivating, responsive to\ndetecting a\nfailure of a cell of the high energy density hybrid module, the high energy\ndensity hybrid\nmodule.\n19. The method of claim 15, wherein in order to balance the needs of power\ndelivery and\npreservation of charge cycles, an energy management system prioritizes\ndepletion of an\nenergy of the traction\nbattery\nbefore extracting energy from the hybrid range\nextender\nbattery\n.\n20. The method of claim 15, further comprising transferring power between\nthe traction\nbattery\nand the hybrid range extender\nbattery\n.\n21. The method of claim 15, further comprising, responsive to detecting a\nfailure of the\ntraction\nbattery\n, designating one or more high energy density hybrid modules\nas a temporary\nreplacement by connecting said one or more high energy density hybrid modules\nto the high\nvoltage DC bus.\n22. A method of operating a power supply system of an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a traction\nbattery\nconfigured to power the\nelectric\nvehicle\nand a hybrid\nrange extender\nbattery\nhaving one or more high energy density hybrid modules,\neach having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nindependently\nmeasurable by said corresponding HM, the high energy density hybrid modules\nbeing\n58\noperatively coupled to the high-voltage DC bus to which the traction\nbattery\nand/or a\npowertrain of the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or power\nthe\nelectric\nvehicle\nrespectively, the method comprising:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof\neach corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n23. A\nnon-transitory computer-readable storage medium storing a program which, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\noperatively coupling a Direct Current from one or more high energy density\nhybrid\nmodules of a hybrid range extender\nbattery\nto a high voltage DC bus to which\nthe traction\nbattery\nand/or a powertrain of the\nvehicle\nare connected, in order to charge\nthe traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively through an arrangement\nof one or\nmore bi-directional DC-DC converters between the one or more high energy\ndensity hybrid\nmodules and the high-voltage DC bus of the\nelectric\nvehicle\n, with each high\nenergy density\nhybrid module of the one or more high energy density hybrid modules having a\ncorresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n59\n24. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises detecting a failure of a cell by controlling an\ninput and output\ncurrent of the high energy density hybrid module using the corresponding bi-\ndirectional DC-\nDC converter, and comparing a corresponding measured impedance of the cell to\na\nreference profile.\n25. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises prioritizing depletion of an energy of the\ntraction\nbattery\nbefore\nextracting energy from the hybrid range extender\nbattery\nin order to balance\nthe needs of\npower delivery and preservation of charge cycles.\n26. A computer-implemented method comprising the steps of:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor\nthe subject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n27. The method of claim 26, further comprising:\ngenerating, by attributes prioritization, a set of attributes of the power\nsupply system\nto enforce, and proposing the at least one power output proposal based on the\nattributes.\n28. The method of claim 27, wherein the attributes include a safety\nattribute of the power\nsupply system, a capacity attribute of the power supply system or a life cycle\nattribute of the\npower supply system.\n29. The method of claim 26, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate.\n30. The method of claim 26, wherein the at least one corresponding high\nenergy density\nhybrid module has a chemistry that prioritizes high energy density over\navailable cycle life\nand each cell of the plurality of cells is independently measurable by said\ncorresponding\nHMC.\n61\n31. The method of claim 26, wherein the input data further comprises\ninformation\nselected from the group consisting of information about a user of the\nelectric\nvehicle\n,\ninformation about a fleet other power supply systems and information about an\nenvironment\nof the subject\nelectric\nvehicle\n.\n32. The method of claim 26, wherein the input data further comprises\ncalendar data.\n33. The method of claim 26, further comprising:\nproviding feedback for the power control module indicative of an accuracy of\nproposals in order to reinforce power control module.\n34. The method of claim 26, further comprising:\ncharging a traction\nbattery\nof the power supply system based on the at least\none\npower output proposal.\n35. The method of claim 34, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate through a bi-directional DC-DC converter.\n36. A computer system comprising a processor configured to perform the\nsteps\nincluding:\n62\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative\nof a characteristic of the request for completing a power output proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n37. The computer system of claim 36, wherein the processor is further\nconfigured to\ngenerate, by attributes prioritization, a set of attributes of the of the\npower supply system to\nenforce, and proposing the at least one power output proposal based on the\nattributes.\n38. The computer system of claim 36, wherein the attributes include a\nsafety attribute of\nthe power supply system, a capacity attribute of the power supply system or a\nlife cycle\nattribute of the power supply system.\n63\n39. The computer system of claim 36, wherein the at least one corresponding\nhigh\nenergy density hybrid module has a chemistry that prioritizes high energy\ndensity over\navailable cycle life and each cell of the plurality of cells is independently\nmeasurable by\nsaid corresponding HMC.\n40. The computer system of claim 36, wherein the input data further\ncomprises calendar\ndata.\n41. A non-transitory computer-readable storage medium storing a program\nwhich, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\n64\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n42. The non-transitory computer-readable storage medium of claim 41,\nwherein the\ncomputer system generates, by attributes prioritization, a set of attributes\nof the of the power\nsupply system to enforce, and proposing the at least one power output proposal\nbased on the\nattributes.\n43. The non-transitory computer-readable storage medium of claim 41,\nwherein the\nattributes include a safety attribute of the power supply system, a capacity\nattribute of the\npower supply system or a life cycle attribute of the power supply system.\n44. The non-transitory computer-readable storage medium of claim 41,\nwherein the at\nleast one corresponding high energy density hybrid module has a chemistry that\nprioritizes\nhigh energy density over available cycle life and each cell of the plurality\nof cells is\nindependently measurable by said corresponding HMC.\n45. The non-transitory computer-readable storage medium of claim 41,\nwherein the input\ndata further comprises calendar data.\n46. A\nbattery\nsystem for an\nelectric\nvehicle\n, comprising:\na first\nbattery\nhaving a first chemistry type and a cell energy density of not\nmore than\n500 Wh/L; and\na second\nbattery\nhaving a second chemistry type that is different than the\nfirst\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n47. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas a cell\nenergy density of\nnot more than 400 Wh/L.\n48. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1100 Wh/L.\n49. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1200 Wh/L.\n50. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas an energy\ndensity per\ncycle (EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n51. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 1.0 Wh/L/cycle.\n52. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 2.0 Wh/L/cycle.\n66\n53. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 5.0 Wh/L/cycle.\n54. The\nbattery\nsystem of claim 46, further comprising a third\nbattery\nhaving a third\nchemistry type and a cell energy density of 400-1400 Wh/L.\n55. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\n500-800 Wh/L.\n56. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\nnot less than 1000 Wh/L.\n57. A method of providing power to an\nelectric\nvehicle\n, comprising:\nselectively providing power from a first\nbattery\nor a second\nbattery\nto at\nleast one\nsystem of the\nelectric\nvehicle\n,\nwherein the first\nbattery\nhas a first chemistry type and a cell energy density\nof not\nmore than 500 Wh/L; and\nwherein the second\nbattery\nhas a second chemistry type that is different than\nthe first\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n58. The method of claim 57, wherein the first\nbattery\nhas a cell energy\ndensity of not\nmore than 400 Wh/L.\n67\n59. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1100 Wh/L.\n60. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1200 Wh/L.\n61. The method of claim 57, wherein the first\nbattery\nhas an energy density\nper cycle\n(EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n62. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 1.0\nWh/L/cycle.\n63. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 2.0\nWh/L/cycle.\n64. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 5.0\nWh/L/cycle.\n65. The method of claim 57, further comprising a third\nbattery\nhaving a\nthird chemistry\ntype and a cell energy density of 400-1400 Wh/L.\n66. The method of claim 65, wherein the third batter has a cell energy\ndensity of 500-800\nWh/L.\n68\n67.\nThe method of claim 65, wherein the third batter has a cell energy density of\nnot less\nthan 1000 Wh/L.\n69 | 63/089,990 | United States of America | 2020-10-09 | Un système d'alimentation électrique qui utilise une architecture hybride pour permettre à des produits chimiques à densité d'énergie élevée et à faible durée de vie d'être utilisés dans des batteries rechargeables pour étendre la plage d'une batterie de traction. | True |
| 131 | Patent 2612485 Summary - Canadian Patents Database | CA 2612485 | NaN | HYBRIDELECTRICPOWERTRAIN WITH ANTI-IDLE FUNCTION | GROUPE PROPULSEUR ELECTRIQUE HYBRIDE A FONCTION ANTI-RALENTI | NaN | HUGHES, DOUGLAS A., SKORVPSKI, JEFFREY H., STOVER, THOMAS R. | 2012-09-25 | 2006-06-14 | BORDEN LADNER GERVAIS LLP | English | EATON CORPORATION | CLAIMS:\n1. A method for reducing engine idling time in a hybrid\nvehicle\nthat includes\na\nvehicle\naccessory and a hybrid powertrain having an engine, a generator operatively\ncoupled to the\nengine, an energy source and an\nelectrical\nbus linking the\nvehicle\naccessory\nto the energy\nsource, the method comprising:\nselectively powering the\nvehicle\naccessory using energy transferred from the\nenergy\nsource through the bus while the engine is not running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge;\noperating the engine driven generator to recharge the energy source to a\npredetermined\nmaximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n2. The method of claim 1, wherein the generator is a motor-generator and the\nstep of\nselectively starting the engine includes operating the motor-generator to\ncrank the engine.\n3. The method of claim 2, wherein the hybrid powertrain includes a clutch and\nthe step\nof selectively starting the engine includes engaging the clutch prior to\noperating the motor-\ngenerator to crank the engine.\n4. The method of claim 1, wherein the engine includes a starter motor and the\nstep of\nselectively starting the engine includes operating the starter motor to crank\nthe engine.\n5. The method of claim 1, wherein the\nvehicle\naccessory includes an\nelectrically\n-\noperated HVAC system and the powering step includes powering the\nelectrically\n-\noperated\nHVAC system using the energy source while the engine is not running.\n7\n6. The method of claim 1, wherein the\nvehicle\naccessory includes a 110vAC\ninverter and\nthe powering step includes powering the 110vAC inverter using the energy\nsource while the\nengine is not running.\n7. The method of claim 1, wherein the\nvehicle\naccessory includes a 12vDC\nconverter and\nthe powering step includes powering the 12vDC converter using the energy\nsource while the\nengine is not running.\n8. The method of claim 1, wherein the operating step includes operating the\nengine at a\npredetermined speed and load to recharge the energy source to a predetermined\nmaximum\nstate of charge.\n9. The method of claim 1, wherein the minimum state of charge is about 20% and\nthe\nmaximum state of charge is about 70%.\n10. A method for reducing idling time of an internal combustion engine powered\nhybrid\nelectric\nvehicle\nthat includes an\nelectrically\npowered\nvehicle\naccessory\noperable in a hotel\npower mode to provide one or more conveniences to a\nvehicle\noccupant and a\nhybrid\npowertrain having an internal combustion engine driven generator and a\nbattery\n, the method\ncomprising:\ndetermining if the\nvehicle\nis in the hotel power mode;\nselectively powering the\nelectrically\npowered\nvehicle\naccessory using the\nbattery\nwhile the\nvehicle\nis in hotel power mode and the engine is not running;\nmonitoring the\nbattery\nstate of charge;\nselectively starting the engine when the\nbattery\nstate of charge is less than\nor equal to a\npredetermined minimum state of charge;\noperating the engine driven generator to recharge the\nbattery\nto a\npredetermined\nmaximum state of charge; and\nturning off the engine when the\nbattery\nstate of charge is greater than or\nequal to the\npredetermined maximum state of charge.\n8\n11. A hybrid\nelectric\nvehicle\npower delivery system, comprising:\nan engine;\na generator operatively coupled to the engine;\na\nbattery\nadapted to store an\nelectrical\ncharge generated by the generator;\nan\nelectrical\nbus for transferring\nelectrical\nenergy between the generator and\nthe\nbattery\n;\nat least one\nelectrically\npowered\nvehicle\naccessory operatively linked to the\nenergy\nsource through the\nelectrical\nbus; and\na controller configured to selectively power the\nelectrically\npowered\nvehicle\naccessory\nusing the\nbattery\nwhile the engine is not running; monitor the\nbattery\nstate\nof charge;\nselectively start the engine when the\nbattery\nstate of charge is less than or\nequal to a\npredetermined minimum state of charge; operate the engine driven generator to\nrecharge the\nbattery\nto a predetermined maximum state of charge; and turn off the engine\nwhen the\nbattery\nstate of charge is greater than or equal to the predetermined maximum state of\ncharge.\n12. The power delivery system of claim 11, wherein the generator is a motor-\ngenerator\nand the controller is configured to selectively operate the motor-generator to\ncrank the engine.\n13. The power delivery system of claim 11, wherein the engine includes a\nstarter motor\nand the controller is configured to selectively operate the starter motor to\ncrank the engine.\n14. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes an\nelectrically\noperated HVAC system and the controller is\nconfigured to\npower the\nelectrically\noperated HVAC system using the\nbattery\nwhile the engine\nis not\nrunning.\n15. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 110vAC inverter and the controller is configured to power\nthe 110vAC\ninverter using the\nbattery\nwhile the engine is not running.\n9\n16. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 12vDC converter and the controller is configured to power\nthe 12vDC\nconverter using the\nbattery\nwhile the engine is not running.\n17. The power delivery system of claim 11, wherein the minimum state of charge\nis\nabout 20% and the maximum state of charge is about 70%.\n18. A method for reducing engine idling time in a stationary hybrid\nvehicle\nthat includes a\nvehicle\naccessory and a hybrid powertrain having an engine, a generator\noperatively coupled\nto the engine, and an energy source, the method comprising:\ndetermining whether the\nvehicle\nis stationary;\nselectively powering the\nvehicle\naccessory using the energy source while the\nengine is\nnot running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge; operating the engine driven\ngenerator to\nrecharge the energy source to a predetermined maximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n19. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining whether the\nvehicle\nparking brake is engaged.\n20. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining the status of a driver selectable switch. | 11/154,427 | United States of America | 2005-06-16 | Procédé de réduction de temps de ralenti de moteur dans un véhicule hybride qui comprend un organe secondaire de véhicule et un groupe propulseur hybride à moteur, un générateur relié opérationnel au moteur et une source d'énergie. Le procédé consiste à alimenter sélectivement l'organe secondaire via la source d'énergie hors fonctionnement moteur, à contrôler l'état de charge de la source d'énergie, à lancer sélectivement le moteur lorsque ledit état de charge est inférieur ou égal à un état de charge minimum préétabli, à faire fonctionner le générateur entraîné par le moteur pour recharger la source d'énergie à un état de charge maximum préétabli, et à couper le moteur lorsque l'état de charge de la source d'énergie est supérieur ou égal à l'état de charge maximum préétabli. On décrit également un système d'alimentation de véhicule électrique hybride équipé de la fonction décrite. | True |
| 132 | Patent 2789019 Summary - Canadian Patents Database | CA 2789019 | NaN | HYDRAULICELECTRICHYBRID DRIVETRAIN | TRANSMISSION HYBRIDE HYDRAULIQUE-ELECTRIQUE | NaN | CLARK, BRIAN M., CASE, MARK | NaN | 2010-12-13 | RIDOUT & MAYBEE LLP | English | TEREX SOUTH DAKOTA, INC. | WHAT IS CLAIMED IS:\n1. A\nvehicle\ncomprising:\nan engine operably connected to a hydraulic pump, the hydraulic pump\nin fluid communication with a hydrostatic drive system;\na plurality of traction devices, wherein at least one of the devices is\noperably connected to a hydrostatic drive motor of the hydrostatic drive\nsystem; and\nan\nelectric\nmachine operably coupled to at least one of the remaining\nplurality of traction devices, the\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output mechanical power to said\ntraction\ndevice, and operable as a generator to output\nelectrical\npower to the\nbattery\n;\nwherein the traction devices support the\nvehicle\nupon a support surface.\n2. The\nvehicle\nof claim 1 further comprising a system of hydraulic\nvalves and actuators in fluid communication with the hydraulic pump to receive\npressurized fluid therefrom and perform a function.\n3. The\nvehicle\nof claim 1 further comprising a second hydrostatic\ndrive motor operably connected to another one of the remaining plurality of\ntraction\ndevices, wherein the second hydrostatic drive motor is in fluid communication\nwith\nthe hydraulic pump to receive pressurized fluid therefrom.\n4. The\nvehicle\nof claim 3 further comprising a second\nelectric\nmachine operably coupled another one of the remaining plurality of traction\ndevices,\nthe second\nelectric\nmachine\nelectrically\ncoupled to the\nbattery\n, the\nelectric\nmachine\noperable as a motor to output mechanical power to said traction device, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n.\n5. The\nvehicle\nof claim 1 wherein the engine is operated within\na desired output range by using the\nelectric\nmachines as one of motors and\ngenerators\nto stabilize the engine output.\n-16-\n6. The\nvehicle\nof claim 1, further comprising a charger configured\nto output power from an external\nelectric\npower supply to the\nbattery\n.\n7. The\nvehicle\nof claim 1 further comprising a second hydraulic\npump operatively coupled to the engine, the second hydraulic pump in fluid\ncommunication with a system of hydraulic valves and actuators to supply\npressurized\nfluid thereto.\n8. The\nvehicle\nof claim 1 operable in a first operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the traction device coupled to the\nelectric\nmachine\ninteracts with\nthe support surface to power the\nelectric\nmachine as a generator to output\nelectrical\npower to the\nbattery\n.\n9. The\nvehicle\nof claim 1 operable in a second operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the\nbattery\nis configured to power the\nelectric\nmachine\nas a motor\nto drive the traction device coupled to the first\nelectric\nmachine and\nadditionally\npropel the\nvehicle\nacross the support surface.\n10. The\nvehicle\nof claim 1 operable in a third operating mode to\npropel the\nvehicle\n, wherein the\nelectric\nmachine is configured to act as a\nmotor and\nuses\nbattery\npower to drive the traction device coupled to the\nelectric\nmachine to\npropel the\nvehicle\nacross the support surface; and\nwherein the\nvehicle\nis configured to operate using\nelectricity\nwith the\nengine inoperative.\n11. The\nvehicle\nof claim 1 operable in a fourth operating mode\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\n-17-\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and\nwherein the\nelectric\nmachine is configured to freewheel.\n12. The\nvehicle\nof claim 7 further comprising a fifth operating\nmode wherein the engine is configured to power the second hydraulic pump,\nthereby\nsupplying pressurized fluid to the system of hydraulic valves and actuators to\nperform\nan function.\n13. The\nvehicle\nof claim 1 further comprising a second\nbattery\noperably connected to an engine starting circuit.\n14. A\nvehicle\ncomprising:\nan engine connected to a hydraulic pump, the hydraulic pump in fluid\ncommunication with a first and second hydrostatic drive motor to supply\npressurized\nfluid thereto;\na first pair of traction devices, each traction device operably connected\nto one of the hydrostatic drive motors;\na first and second\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n,\neach\nelectric\nmachine operable as a motor to output mechanical power, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n;\na second pair of traction devices, each traction device operably\nconnected to one of the\nelectric\nmachines;\nwherein the traction devices support the\nvehicle\nupon the support\nsurface.\n15. The\nvehicle\nof claim 14 wherein the first and second\nelectric\nmachines were configured on the\nvehicle\nduring a retrofitting process on an\nexisting\nhydraulic\nvehicle\n.\n16. A\nvehicle\ncomprising:\n-18-\na hydraulic drive system having an engine connected to a hydraulic\npump in fluid communication with at least one hydrostatic drive motor to\nprovide\npressurized fluid thereto, the hydrostatic drive motor operable coupled to a\nfirst\ntraction device; and\nan\nelectric\ndrive system having at least one\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output\nmechanical\npower, and operable as a generator to output\nelectrical\npower to the\nbattery\n,\nthe\nelectric\nmachine operably coupled to a second traction device;\nwherein the first and second traction devices support the\nvehicle\non a\nsupport surface.\n17. The\nvehicle\nof claim 16 wherein power is transferable from the\nhydraulic drive system to the\nelectric\ndrive system by way of a ground\ncoupling\nbetween the first and second traction devices.\n18. The\nvehicle\nof claim 17 further comprising a system of\nhydraulic valves and actuators in fluid communication with the first hydraulic\ndrive\nsystem.\n19. The\nvehicle\nof claim 17 operable in a first operating mode, wherein\nthe first hydraulic drive system is configured to propel the\nvehicle\nacross\nthe support\nsurface, and wherein the second\nelectric\ndrive system is configured to output\nelectrical\npower to the\nbattery\n.\n20. The\nvehicle\nof claim 17 operable in a second operating mode,\nwherein the first hydraulic drive system is configured to propel the\nvehicle\nacross the\nsupport surface, and wherein the second\nelectric\ndrive system is configured to\nadditionally propel the\nvehicle\nacross the support surface.\n-19- | 12/706,324 | United States of America | 2010-02-16 | Véhicule équipé d'un moteur relié à une pompe hydraulique en communication fluide avec un système d'entraînement hydrostatique et au moins un dispositif parmi une pluralité de dispositifs de traction reliés à un moteur d'entraînement hydrostatique. Le véhicule comporte aussi une batterie associée à une machine électrique associée à au moins un dispositif parmi le reste de la pluralité de dispositifs de traction. La machine électrique joue le rôle de moteur pour propulser le véhicule ou de génératrice pour charger la batterie. Un véhicule est équipé d'un système d'entraînement hydraulique et d'un système d'entraînement électrique, chacun étant relié dans son fonctionnement à un dispositif de traction. On peut transférer la puissance du premier système d'entraînement au second système d'entraînement au moyen d'un accouplement au sol entre les dispositifs de traction. | True |
| 133 | Patent 3184964 Summary - Canadian Patents Database | CA 3184964 | NaN | SUPER CAPACITOR BASED POWER SYSTEM FOR DELIVERYVEHICLE | SYSTEME D'ALIMENTATION BASE SUR SUPERCONDENSATEUR POUR VEHICULE DE LIVRAISON | NaN | WOOD, SR., ROBERT J., HALL, CHAD E. | NaN | 2022-06-10 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | SYSTEMATIC POWER MANUFACTURING, LLC | WO 2022/261483\nPCT/US2022/033083\nCLAIMS FOR\nPCT PATENT APPLICATION\nSUPER CAPACITOR BASED POWER\nSYSTEM FOR DELIVERY\nVEHICLE\n22\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nCLAIMS\n1. An\nelectrical\npower system for a delivery\nvehicle\n, with the delivery\nvehicle\nhaving a\ncombustible engine, and a liftgate powered by a liftgate motor, and the\nelectrical\npower system\ncompri sing:\na first\nbattery\n;\nan alternator;\na super capacitor comprising a first capacitor bank and a second capacitor\nbank,\nwherein each of the first capacitor bank and the second capacitor bank\ncomprises ultra-\ncapacitor cells placed in series; and\na diode connecting the first capacitor bank and the second capacitor bank;\nwherein:\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\nengine.\n2. The\nelectrical\npower system of claim 1, wherein:\nthe\nelectrical\npower system further comprises a second\nbattery\n, with the\nsecond\nbattery\nalso residing in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the super capacitor together reside\nwithin the\nengine compartment of the delivery\nvehicle\n;\nthe liftgate motor is secured onto or behind the cargo compai __ intent; and\nwhen a voltage of the first capacitor bank i s less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\n23\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n3 . The\nelectrical\npower system of claim 2, wherein:\nthe super capacitor comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n4. The\nelectrical\npower system of claim 3, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal, with\nelectrical\ncommunication controlled\nby a switch.\n5. The\nelectrical\npower system of claim 4, wherein.\nwhen fully charged by the first and second\nbatteries\n, the second capacitor\nbank contains\nenough energy to power the liftgate motor for the lift gate through at least\ntwo operating cycles\nwithout the first\nbattery\nor the second\nbattery\n.\n6. The\nelectrical\npower system of claim 4, wherein each of the first\ncapacitor bank and\nthe second capacitor bank stores over 50,000 Joules of energy.\n7. The\nelectrical\npower system of claim 4, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\nsuper\ncapacitor;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank allowing charge to be sent from the first capacitor bank to the\nsecond capacitor\nb an k.\n24\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n8. The\nelectrical\npower system of claim 4, wherein the second capacitor\nbank is\nconfigured to put out at least 200 Amps of current for at least two minutes\nfor operating the\nmotor for the lift gate.\n9. The\nelectrical\npower system of claim 4, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal\n10. The\nelectrical\npower system of claim 4, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n11. The\nelectrical\npower system of claim 10, wherein.\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks o together yield a total capacitance of\nat least 1,000\nFarads.\n12. The\nelectrical\npower system of claim 4, wherein the first\nbattery\nand\nthe second\nbattery\nare each lithium-ion\nbatteries\n.\n13. A delivery\nvehicle\n, comprising:\nan engine compartment, a combustible engine residing within the engine\ncompartment,\na cab and a cargo compartment;\na lift gate system residing on the cargo compartment, the lift gate system\ncomprising:\nan el ectri cal liftgate m otor;\na lift gate; and\na user interface for controlling the liftgate motor; and\nan\nelectrical\nsystem, wherein the\nelectrical\nsystem comprises:\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nat least one\nbattery\n;\nan alternator;\na relay start in\nelectrical\ncommunication with the engine;\na first capacitor bank; and\na second capacitor bank;\nwherein:\nthe first capacitor bank is configured to provide power to the relay start to\nstart\nthe engine such that the engine may be started regardless of a voltage\ncondition of the\nat least one\nbattery\n; and\nthe second capacitor bank and the at least one\nbattery\nare configured to\nprovide\npower to the\nelectrical\nliftgate motor.\n14. The delivery\nvehicle\nof claim 13, wherein:\nthe at least one\nbattery\ncomprises a fiist batteiy and a second batteiy,\nthe first capacitor bank and the second capacitor bank reside together within\na capacitor\nhousing;\neach of the first capacitor bank and the second capacitor bank comprises a\nplurality of\nultra-capacitor (UC) cells placed in series; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand supplies\npower, with the alternator, to the relay start to start the engine.\n15. The delivery\nvehicle\nof claim 14, wherein the\nelectrical\npower system\nfurther\ncomprises :\na diode connecting the first capacitor bank and the second capacitor bank; and\na DC/DC converter;\nwherein:\nthe first\nbattery\nand the second\nbattery\nreside in parallel with the second\ncapacitor bank, and together supply power to the\nelectrical\nliftgate motor;\nwhen a voltage of the first capacitor bank is less than a voltage of the\nsecond\ncapacitor bank, power is supplied by the first\nbattery\nand the second\nbattery\n,\nthrough\nthe diode, to re-charge the first capacitor bank.\n26\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n16. The delivery\nvehicle\nof claim 15, wherein when the first capacitor bank\nis fully charged,\nthe DC/DC converter transmits current from the first capacitor bank to the\nsecond capacitor bank\nto charge the second capacitor bank.\n17. The delivery\nvehicle\nof claim 15, wherein:\nthe capacitor housing has three terminals, comprising a first positive\nterminal, a second\npositive terminal, and a negative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n18. The delivery\nvehicle\nof clahn 17, wherein.\nthe second capacitor bank also provides power to a hotel load of the delivery\nvehicle\nthrough the second positive terminal.\n19. The delivery\nvehicle\nof claim 18, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n20. The delivery\nvehicle\nof claim 19, wherein:\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n27\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n21. A method for operating a liftgate, comprising:\nproviding a delivery\nvehicle\n, the delivery\nvehicle\nhaving an alternator, a\ncombustible\nengine, a first\nbattery\n, a capacitor module, and a liftgate; and\nsending a signal to operate the liftgate;\nwherein:\nthe capacitor module comprises a first capacitor bank and a second capacitor\nbank,\neach of the first capacitor bank and the second capacitor bank comprises a\nseries of\nultra-capacitor cells,\na diode connects the first capacitor bank and the second capacitor bank;\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\ncombustible engine.\n22. The method of claim 21, wherein:\nthe capacitor system further comprises a second\nbattery\n, with the second\nbattery\nalso\nresiding in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the capacitor module together reside\nwithin the\nengine compartment of the delivery\nvehicle\n; and\nthe liftgate motor is secured onto the cargo compartment at a rear of the\ndelivery\nvehicl\ne.\n23. The method of claim 22, wherein:\nan\nelectric\nmotor is associated with the liftgate; and\nsending a signal to operate the liftgate comprises sending an\nelectrical\nsignal from the\ncapacitor module to the\nelectric\nmotor to cause the liftgate to be raised or\nto be lowered.\n28\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n24. The method of claim 23, further comprising:\noperating the delivery\nvehicle\nfor a period of time to spin the alternator,\nthereby\ncharging the first bank of capacitors within the capacitor module.\n25. The method of claim 23, wherein:\nthe capacitor system further comprises an isolation switch residing between\nthe first\nbattery\nand the second capacitor bank, and a control button; and\nthe method further comprises pressing the control button, thereby closing the\nisolation\nswitch to send charge from the first\nbattery\nto the second capacitor bank.\n26. The method of claim 23, wherein:\nthe capacitor module comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n27. The method of claim 26, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n28. The method of claim 27, wherein:\nthe second capacitor bank is charged by the first and second\nbatteries\nthrough\nvoltage\nequalization; and\nwhen fully charged, the second capacitor bank contains enough energy to power\nthe\nliftgate motor for the lift gate through at least two operating cycles without\nthe first\nbattery\nor\nthe second\nbattery\n.\n29\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n29. The method of claim 27, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\ncapacitor\nmodule;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank.\n30. The method of claim 29, wherein when the first capacitor bank is fully\ncharged, the\nDC/DC converter transmits current from the first capacitor bank to the second\ncapacitor bank\nto charge the second capacitor bank.\n31. The method of claim 27, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal.\n32. The method of claim 27, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n33. The method of claim 32, wherein:\neach of the first capacitor bank and the second capacitor bank compri ses 6\nultra-\ncapacitors, providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n34. The method of claim 32, wherein:\nwhen a voltage of the first capacitor bank is less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\nCA 03184964 2023-1-4 | 63/209,861 | United States of America | 2021-06-11 | Il est décrit un module de puissance hybride. Le module de puissance est associé à un camion ayant une grille de levage. Le module de puissance comprend un supercondensateur comprenant une batterie de condensateurs, le supercondensateur étant en communication électrique avec un alternateur du camion. Le module de puissance comprend également une batterie, un commutateur, un convertisseur élévateur continu-continu et un câblage électrique. Le câblage électrique connecte la batterie de condensateurs et la première batterie au commutateur, et il connecte en outre le commutateur à un moteur pour la grille de levage. Le supercondensateur et la première batterie sont positionnés en parallèle, le supercondensateur et la première batterie se trouvant à proximité de la grille de levage. Le supercondensateur contient suffisamment d'énergie pour alimenter le moteur électrique pour la porte de levage par l'intermédiaire de cycles de fonctionnement sans la batterie, protégeant la porte de levage si la batterie devient faible. | True |
| 134 | Patent 2946204 Summary - Canadian Patents Database | CA 2946204 | NaN | BIDIRECTIONAL CHARGING SYSTEM FOR ANELECTRICVEHICLE | SYSTEME DE RECHARGE BIDIRECTIONNELLE POUR VEHICULE ELECTRIQUE | NaN | LAMBERT, GHISLAIN, LAVOIE, SAMUEL, LECOURTOIS, ERIC, GIUMENTO, ANGELO, LAGACE, MARIN, DUPRE, JEAN-LUC, PATAULT, LOUIS-ANDRE, BOUDJERIDA, NACER, ZAGHIB, KARIM, PERREAULT, ERIC, VENNE, PHILIPPE | 2023-03-28 | 2015-04-29 | LAVERY, DE BILLY, LLP | French | HYDRO-QUEBEC | 10\nREVENDICATIONS\n1. Un système de recharge bidirectionnelle, comprenant :\nune borne bidirectionnelle (101) pour raccordement à un réseau\nélectrique (102),\nun véhicule électrique (103) pour branchement à la borne (101),\nun panneau de commande (104) accessible à partir de la borne (101),\net\nun moyen de communication à un système de contrôle du réseau\nélectrique (107), ledit véhicule électrique (103) intégrant un chargeur\nbidirectionnel (105), ledit chargeur bidirectionnel (105) permettant un\ntransfert\nd'énergie électrique de la borne (101) à une\nbatterie\nde puissance (106) du\nvéhicule électrique (103) et l'inverse, ledit chargeur bidirectionnel (105)\nétant\nsitué sous le véhicule (103) à proximité du groupe motopropulseur,\ndans lequel ledit chargeur bidirectionnel (105) permet au système de\ncontrôle du réseau (107) de moduler une puissance fournie et retirée au\nvéhicule (103) selon des besoins du réseau électrique (102) à partir d'un\ncalendrier d'événement (109) envoyé à la borne (101),\ndans lequel un utilisateur dudit véhicule (103) peut spécifier un niveau\nde charge (SOC%) minimale de la\nbatterie\nde puissance (106) via le panneau\nde commande (104) de la borne (101).\n2. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nle\nniveau de charge (SOC%) minimale de la\nbatterie\n(106) est compris entre 0%\net 60% d'une charge maximale de la\nbatterie\n(106).\n3. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut annuler une limitation totale de recharge commandée par le\nsystème de contrôle du réseau électrique (107) via le panneau de commande\n(104) de la borne (101).\n4. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut annuler une demande de transfert d'énergie du véhicule vers\nle réseau électrique (V2G) commandée par le système de contrôle du réseau\nélectrique (107) via le panneau de commande (104) de la borne (101).\nDate Reçue/Date Received 2022-03-02\n11\n5. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut ajuster le niveau de charge minimal de la\nbatterie\n(106) du\nvéhicule (103) en fonction du temps par un second calendrier via le panneau\nde commande (104) de la borne (101).\n6. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut imposer un niveau de charge (SOC%) de la\nbatterie\n(106) du\nvéhicule à un temps précis via le panneau de commande (104) de la borne\n(101).\n7. Un système de recharge bidirectionnelle, comprenant :\nune borne bidirectionnelle (101) raccordée à un réseau électrique\n(102),\nun véhicule électrique (103) pour branchement à la borne\nbidirectionnelle (101),\nune sortie de puissance électrique pour alimenter des charges\ncritiques, et\nun panneau de commande (104) accessible à partir de la borne\nbidirectionnelle (101),\nun chargeur bidirectionnel (105) intégré au véhicule électrique (103)\npermettant le transfert d'énergie électrique de la borne bidirectionnelle\n(101) à\nune\nbatterie\n(106) du véhicule et l'inverse,\ndans lequel le panneau de commande (104) permet à un utilisateur\nd'accepter ou refuser que l'énergie du véhicule électrique (103) soit utilisée\npour alimenter des charges critiques lorsque le réseau électrique (102) est\nabsent,\ndans lequel le panneau de commande (104) permet à l'utilisateur dudit\nvéhicule (103) de spécifier un niveau de charge (SOC%) minimale de la\nbatterie\n(106), et\nun calendrier d'événements (109) transmissible à la borne\nbidirectionnelle (101) pour permettre au chargeur bidirectionnel (105) et à un\nsystème de contrôle du réseau (107) de moduler la puissance fournie et retirée\nau véhicule électrique (103) selon des besoins du réseau à partir du\ncalendrier\nd'événements (109) envoyé à la borne bidirectionnelle (101).\nDate Reçue/Date Received 2022-03-02\n12\n8. Un système de recharge bidirectionnelle, comprenant :\nune borne bidirectionnelle (101) raccordée à un réseau électrique\n(102),\nun panneau de commande (104) accessible à partir de la borne\nbidirectionnelle (101),\nun véhicule électrique (103) pour branchement à la borne\nbidirectionnelle (101), et\nun moyen de communication à un système de contrôle du réseau\nélectrique (107), ledit véhicule intégrant un chargeur bidirectionnel (105),\nledit\nchargeur bidirectionnel permettant le transfert d'énergie électrique de la\nborne\n(101) à la\nbatterie\ndu véhicule (106) et l'inverse, dans lequel le système de\ncontrôle du réseau (107) module la puissance fournie et retirée au véhicule\nselon des besoins du réseau à partir d'un calendrier d'événements (109)\nenvoyé à la borne (101),\ndans lequel le panneau de commande (104) permet à un utilisateur\ndudit véhicule électrique (103) de spécifier un niveau de charge (SOC%)\nminimale de la\nbatterie\n(106).\n9. Le système de charge bidirectionnelle selon la revendication 8, dans lequel\nla\npuissance modulée est active et/ou réactive.\n10. Le système de charge bidirectionnelle selon l'une quelconque des\nrevendications 1 à 9, dans lequel le véhicule inclut une\nbatterie\nLiFePo4\n(202).\nDate Reçue/Date Received 2022-03-02 | 2,850,718 | Canada | 2014-04-29 | Un système de recharge bidirectionnel pour véhicule électrique comprenant une borne bidirectionnelle (101) raccordée au réseau électrique (102), un câble pour le branchement à un véhicule électrique (103), un panneau de commande (104) accessible à partir de la borne et un moyen de communication au système de contrôle du réseau électrique (107), ledit véhicule intègre un chargeur bidirectionnel (105), ledit chargeur bidirectionnel permet le transfert d'énergie électrique de la borne à la batterie (106) du véhicule et l'inverse, dans lequel l'utilisateur dudit véhicule peut spécifier le niveau de charge minimale de la batterie (106) via le panneau de commande de la borne. | True |
| 135 | Patent 3198204 Summary - Canadian Patents Database | CA 3198204 | NaN | SUPPLYING POWER TO ANELECTRICVEHICLE | ALIMENTATION EN ENERGIE D'UN VEHICULE ELECTRIQUE | NaN | IJAZ, MUJEEB, MOORHEAD, BRIAN | NaN | 2021-09-17 | SMART & BIGGAR LP | English | OUR NEXT ENERGY, INC. | CLAIMS\nWhat is claimed is:\n1. A power supply system for an\nelectric\nvehicle\n, comprising:\na traction\nbattery\nconfigured to be connected to and disconnected from a high-\nvoltage DC bus of the\nelectric\nvehicle\nto power the\nelectric\nvehicle\n;\na hybrid range extender\nbattery\ncomprising one or more high energy density\nhybrid\nmodules connected in parallel, with each high energy density hybrid module\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series;\nand\none or more bi-directional DC-DC converters arranged between the one or more\nhigh\nenergy density hybrid modules and the high-voltage DC bus of the\nelectric\nvehicle\n;\nwherein each of the arranged bi-directional DC-DC converters operatively\ncouples a\nDirect Current from a corresponding high energy density hybrid module to the\ntraction\nbattery\nand/or to the powertrain through the high-voltage DC bus of the\nelectric\nvehicle\nin\norder to charge the traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively.\n2. The power supply system of claim 1, wherein each high energy density\nhybrid\nmodule of the one or more high energy density hybrid modules is configured\nwith a\nchemistry that prioritizes high energy density over available cycle life.\n3. The power supply system of claim 1, wherein the traction\nbattery\ncomprises one or\nmore traction modules controlled by a\nBattery\nManagement System (BMS).\n54\n4. The power supply system of claim 1, wherein the one or more traction\nmodules of\nthe traction\nbattery\nis a plurality of traction modules, and the plurality of\ntraction modules\nare connected in series.\n5. The power supply system of claim 1, wherein each cell of the plurality\nof cells is\nconfigured to be independently measurable by the corresponding HMC.\n6. The power supply system of claim 1, wherein the one or more high energy\ndensity\nhybrid modules are configured to manage charging and/or discharging through a\ncorresponding bi-directional DC-DC-converter.\n7. The power supply system of claim 1, wherein the corresponding HMC of a\nhigh\nenergy density hybrid module is configured to further manage a power\ngenerating mode of\nthe power supply system by controlling a rate of charging and discharging of\nits high energy\ndensity hybrid module through sensor information obtained about the\nindependently\nmeasurable cells.\n8. The power supply system of claim 1, further comprising a balancing\ndevice for each\ncell of the high energy density hybrid module and configured to selectively\ndischarge an\nelectric\ncharge stored in the cell.\n9. The power supply system of claim 8, wherein the balancing device is a\nbleeder\nresistor connected in parallel with said each cell.\n10. The power supply system of claim 1, wherein the hybrid range extender\nbattery\ncomprises a plurality of chemistries.\n11. The power supply system of claim 1, wherein cells of at least one high\nenergy\ndensity hybrid module have a cell energy density of about 1000Wh/L or more.\n12. The power supply system of claim 1, wherein the range extender\nbattery\nhas a cycle\nlife of about 200 cycles.\n13. The power supply system of claim 1, wherein the traction\nbattery\nis\npartitioned from\nthe hybrid range extender\nbattery\n.\n14. The power supply system of claim 1, wherein the traction\nbattery\nis\nload-following.\n15. A method of operating a power supply system of an\nelectric\nvehicle\n,\ncomprising:\nproviding a traction\nbattery\ncomprising one or more traction modules\nconfigured to\npower the\nelectric\nvehicle\n;\nproviding a hybrid range extender\nbattery\nhaving one or more high energy\ndensity\nhybrid modules connected in parallel, with each high energy density hybrid\nmodule having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series,\n56\neach cell of the plurality of cells being independently measurable by said\ncorresponding\nHMC;\noperatively coupling a Direct Current from one or more of the high energy\ndensity\nhybrid modules to the high-voltage DC bus to which the traction\nbattery\nand/or\na powertrain\nof the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or\npower the\nelectric\nvehicle\nrespectively by arranging one or more bi-directional DC-DC converters\nbetween the\none or more high energy density hybrid modules and the high-voltage DC bus of\nthe\nelectric\nvehicle\nwith each high energy density hybrid module of the one or more high\nenergy density\nhybrid modules having a corresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n16. The method of claim 15, further comprising detecting a failure of a\ncell by\ncontrolling an input and output current of the high energy density hybrid\nmodule using the\ncorresponding bi-directional DC-DC converter and comparing a corresponding\nmeasured\nimpedance of the cell to a reference profile.\n17. The method of claim 16, further comprising altering, responsive to\ndetecting a failure\nof a cell of the high energy density hybrid module, a rate of discharge of the\nhigh energy\ndensity hybrid module.\n57\n18. The method of claim 16, further comprising deactivating, responsive to\ndetecting a\nfailure of a cell of the high energy density hybrid module, the high energy\ndensity hybrid\nmodule.\n19. The method of claim 15, wherein in order to balance the needs of power\ndelivery and\npreservation of charge cycles, an energy management system prioritizes\ndepletion of an\nenergy of the traction\nbattery\nbefore extracting energy from the hybrid range\nextender\nbattery\n.\n20. The method of claim 15, further comprising transferring power between\nthe traction\nbattery\nand the hybrid range extender\nbattery\n.\n21. The method of claim 15, further comprising, responsive to detecting a\nfailure of the\ntraction\nbattery\n, designating one or more high energy density hybrid modules\nas a temporary\nreplacement by connecting said one or more high energy density hybrid modules\nto the high\nvoltage DC bus.\n22. A method of operating a power supply system of an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a traction\nbattery\nconfigured to power the\nelectric\nvehicle\nand a hybrid\nrange extender\nbattery\nhaving one or more high energy density hybrid modules,\neach having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nindependently\nmeasurable by said corresponding HM, the high energy density hybrid modules\nbeing\n58\noperatively coupled to the high-voltage DC bus to which the traction\nbattery\nand/or a\npowertrain of the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or power\nthe\nelectric\nvehicle\nrespectively, the method comprising:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof\neach corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n23. A\nnon-transitory computer-readable storage medium storing a program which, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\noperatively coupling a Direct Current from one or more high energy density\nhybrid\nmodules of a hybrid range extender\nbattery\nto a high voltage DC bus to which\nthe traction\nbattery\nand/or a powertrain of the\nvehicle\nare connected, in order to charge\nthe traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively through an arrangement\nof one or\nmore bi-directional DC-DC converters between the one or more high energy\ndensity hybrid\nmodules and the high-voltage DC bus of the\nelectric\nvehicle\n, with each high\nenergy density\nhybrid module of the one or more high energy density hybrid modules having a\ncorresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n59\n24. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises detecting a failure of a cell by controlling an\ninput and output\ncurrent of the high energy density hybrid module using the corresponding bi-\ndirectional DC-\nDC converter, and comparing a corresponding measured impedance of the cell to\na\nreference profile.\n25. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises prioritizing depletion of an energy of the\ntraction\nbattery\nbefore\nextracting energy from the hybrid range extender\nbattery\nin order to balance\nthe needs of\npower delivery and preservation of charge cycles.\n26. A computer-implemented method comprising the steps of:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor\nthe subject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n27. The method of claim 26, further comprising:\ngenerating, by attributes prioritization, a set of attributes of the power\nsupply system\nto enforce, and proposing the at least one power output proposal based on the\nattributes.\n28. The method of claim 27, wherein the attributes include a safety\nattribute of the power\nsupply system, a capacity attribute of the power supply system or a life cycle\nattribute of the\npower supply system.\n29. The method of claim 26, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate.\n30. The method of claim 26, wherein the at least one corresponding high\nenergy density\nhybrid module has a chemistry that prioritizes high energy density over\navailable cycle life\nand each cell of the plurality of cells is independently measurable by said\ncorresponding\nHMC.\n61\n31. The method of claim 26, wherein the input data further comprises\ninformation\nselected from the group consisting of information about a user of the\nelectric\nvehicle\n,\ninformation about a fleet other power supply systems and information about an\nenvironment\nof the subject\nelectric\nvehicle\n.\n32. The method of claim 26, wherein the input data further comprises\ncalendar data.\n33. The method of claim 26, further comprising:\nproviding feedback for the power control module indicative of an accuracy of\nproposals in order to reinforce power control module.\n34. The method of claim 26, further comprising:\ncharging a traction\nbattery\nof the power supply system based on the at least\none\npower output proposal.\n35. The method of claim 34, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate through a bi-directional DC-DC converter.\n36. A computer system comprising a processor configured to perform the\nsteps\nincluding:\n62\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative\nof a characteristic of the request for completing a power output proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n37. The computer system of claim 36, wherein the processor is further\nconfigured to\ngenerate, by attributes prioritization, a set of attributes of the of the\npower supply system to\nenforce, and proposing the at least one power output proposal based on the\nattributes.\n38. The computer system of claim 36, wherein the attributes include a\nsafety attribute of\nthe power supply system, a capacity attribute of the power supply system or a\nlife cycle\nattribute of the power supply system.\n63\n39. The computer system of claim 36, wherein the at least one corresponding\nhigh\nenergy density hybrid module has a chemistry that prioritizes high energy\ndensity over\navailable cycle life and each cell of the plurality of cells is independently\nmeasurable by\nsaid corresponding HMC.\n40. The computer system of claim 36, wherein the input data further\ncomprises calendar\ndata.\n41. A non-transitory computer-readable storage medium storing a program\nwhich, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\n64\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n42. The non-transitory computer-readable storage medium of claim 41,\nwherein the\ncomputer system generates, by attributes prioritization, a set of attributes\nof the of the power\nsupply system to enforce, and proposing the at least one power output proposal\nbased on the\nattributes.\n43. The non-transitory computer-readable storage medium of claim 41,\nwherein the\nattributes include a safety attribute of the power supply system, a capacity\nattribute of the\npower supply system or a life cycle attribute of the power supply system.\n44. The non-transitory computer-readable storage medium of claim 41,\nwherein the at\nleast one corresponding high energy density hybrid module has a chemistry that\nprioritizes\nhigh energy density over available cycle life and each cell of the plurality\nof cells is\nindependently measurable by said corresponding HMC.\n45. The non-transitory computer-readable storage medium of claim 41,\nwherein the input\ndata further comprises calendar data.\n46. A\nbattery\nsystem for an\nelectric\nvehicle\n, comprising:\na first\nbattery\nhaving a first chemistry type and a cell energy density of not\nmore than\n500 Wh/L; and\na second\nbattery\nhaving a second chemistry type that is different than the\nfirst\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n47. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas a cell\nenergy density of\nnot more than 400 Wh/L.\n48. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1100 Wh/L.\n49. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1200 Wh/L.\n50. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas an energy\ndensity per\ncycle (EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n51. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 1.0 Wh/L/cycle.\n52. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 2.0 Wh/L/cycle.\n66\n53. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 5.0 Wh/L/cycle.\n54. The\nbattery\nsystem of claim 46, further comprising a third\nbattery\nhaving a third\nchemistry type and a cell energy density of 400-1400 Wh/L.\n55. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\n500-800 Wh/L.\n56. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\nnot less than 1000 Wh/L.\n57. A method of providing power to an\nelectric\nvehicle\n, comprising:\nselectively providing power from a first\nbattery\nor a second\nbattery\nto at\nleast one\nsystem of the\nelectric\nvehicle\n,\nwherein the first\nbattery\nhas a first chemistry type and a cell energy density\nof not\nmore than 500 Wh/L; and\nwherein the second\nbattery\nhas a second chemistry type that is different than\nthe first\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n58. The method of claim 57, wherein the first\nbattery\nhas a cell energy\ndensity of not\nmore than 400 Wh/L.\n67\n59. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1100 Wh/L.\n60. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1200 Wh/L.\n61. The method of claim 57, wherein the first\nbattery\nhas an energy density\nper cycle\n(EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n62. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 1.0\nWh/L/cycle.\n63. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 2.0\nWh/L/cycle.\n64. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 5.0\nWh/L/cycle.\n65. The method of claim 57, further comprising a third\nbattery\nhaving a\nthird chemistry\ntype and a cell energy density of 400-1400 Wh/L.\n66. The method of claim 65, wherein the third batter has a cell energy\ndensity of 500-800\nWh/L.\n68\n67.\nThe method of claim 65, wherein the third batter has a cell energy density of\nnot less\nthan 1000 Wh/L.\n69 | 63/089,990 | United States of America | 2020-10-09 | Un système d'alimentation électrique qui utilise une architecture hybride pour permettre à des produits chimiques à densité d'énergie élevée et à faible durée de vie d'être utilisés dans des batteries rechargeables pour étendre la plage d'une batterie de traction. | True |
| 136 | Patent 2612485 Summary - Canadian Patents Database | CA 2612485 | NaN | HYBRIDELECTRICPOWERTRAIN WITH ANTI-IDLE FUNCTION | GROUPE PROPULSEUR ELECTRIQUE HYBRIDE A FONCTION ANTI-RALENTI | NaN | HUGHES, DOUGLAS A., SKORVPSKI, JEFFREY H., STOVER, THOMAS R. | 2012-09-25 | 2006-06-14 | BORDEN LADNER GERVAIS LLP | English | EATON CORPORATION | CLAIMS:\n1. A method for reducing engine idling time in a hybrid\nvehicle\nthat includes\na\nvehicle\naccessory and a hybrid powertrain having an engine, a generator operatively\ncoupled to the\nengine, an energy source and an\nelectrical\nbus linking the\nvehicle\naccessory\nto the energy\nsource, the method comprising:\nselectively powering the\nvehicle\naccessory using energy transferred from the\nenergy\nsource through the bus while the engine is not running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge;\noperating the engine driven generator to recharge the energy source to a\npredetermined\nmaximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n2. The method of claim 1, wherein the generator is a motor-generator and the\nstep of\nselectively starting the engine includes operating the motor-generator to\ncrank the engine.\n3. The method of claim 2, wherein the hybrid powertrain includes a clutch and\nthe step\nof selectively starting the engine includes engaging the clutch prior to\noperating the motor-\ngenerator to crank the engine.\n4. The method of claim 1, wherein the engine includes a starter motor and the\nstep of\nselectively starting the engine includes operating the starter motor to crank\nthe engine.\n5. The method of claim 1, wherein the\nvehicle\naccessory includes an\nelectrically\n-\noperated HVAC system and the powering step includes powering the\nelectrically\n-\noperated\nHVAC system using the energy source while the engine is not running.\n7\n6. The method of claim 1, wherein the\nvehicle\naccessory includes a 110vAC\ninverter and\nthe powering step includes powering the 110vAC inverter using the energy\nsource while the\nengine is not running.\n7. The method of claim 1, wherein the\nvehicle\naccessory includes a 12vDC\nconverter and\nthe powering step includes powering the 12vDC converter using the energy\nsource while the\nengine is not running.\n8. The method of claim 1, wherein the operating step includes operating the\nengine at a\npredetermined speed and load to recharge the energy source to a predetermined\nmaximum\nstate of charge.\n9. The method of claim 1, wherein the minimum state of charge is about 20% and\nthe\nmaximum state of charge is about 70%.\n10. A method for reducing idling time of an internal combustion engine powered\nhybrid\nelectric\nvehicle\nthat includes an\nelectrically\npowered\nvehicle\naccessory\noperable in a hotel\npower mode to provide one or more conveniences to a\nvehicle\noccupant and a\nhybrid\npowertrain having an internal combustion engine driven generator and a\nbattery\n, the method\ncomprising:\ndetermining if the\nvehicle\nis in the hotel power mode;\nselectively powering the\nelectrically\npowered\nvehicle\naccessory using the\nbattery\nwhile the\nvehicle\nis in hotel power mode and the engine is not running;\nmonitoring the\nbattery\nstate of charge;\nselectively starting the engine when the\nbattery\nstate of charge is less than\nor equal to a\npredetermined minimum state of charge;\noperating the engine driven generator to recharge the\nbattery\nto a\npredetermined\nmaximum state of charge; and\nturning off the engine when the\nbattery\nstate of charge is greater than or\nequal to the\npredetermined maximum state of charge.\n8\n11. A hybrid\nelectric\nvehicle\npower delivery system, comprising:\nan engine;\na generator operatively coupled to the engine;\na\nbattery\nadapted to store an\nelectrical\ncharge generated by the generator;\nan\nelectrical\nbus for transferring\nelectrical\nenergy between the generator and\nthe\nbattery\n;\nat least one\nelectrically\npowered\nvehicle\naccessory operatively linked to the\nenergy\nsource through the\nelectrical\nbus; and\na controller configured to selectively power the\nelectrically\npowered\nvehicle\naccessory\nusing the\nbattery\nwhile the engine is not running; monitor the\nbattery\nstate\nof charge;\nselectively start the engine when the\nbattery\nstate of charge is less than or\nequal to a\npredetermined minimum state of charge; operate the engine driven generator to\nrecharge the\nbattery\nto a predetermined maximum state of charge; and turn off the engine\nwhen the\nbattery\nstate of charge is greater than or equal to the predetermined maximum state of\ncharge.\n12. The power delivery system of claim 11, wherein the generator is a motor-\ngenerator\nand the controller is configured to selectively operate the motor-generator to\ncrank the engine.\n13. The power delivery system of claim 11, wherein the engine includes a\nstarter motor\nand the controller is configured to selectively operate the starter motor to\ncrank the engine.\n14. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes an\nelectrically\noperated HVAC system and the controller is\nconfigured to\npower the\nelectrically\noperated HVAC system using the\nbattery\nwhile the engine\nis not\nrunning.\n15. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 110vAC inverter and the controller is configured to power\nthe 110vAC\ninverter using the\nbattery\nwhile the engine is not running.\n9\n16. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 12vDC converter and the controller is configured to power\nthe 12vDC\nconverter using the\nbattery\nwhile the engine is not running.\n17. The power delivery system of claim 11, wherein the minimum state of charge\nis\nabout 20% and the maximum state of charge is about 70%.\n18. A method for reducing engine idling time in a stationary hybrid\nvehicle\nthat includes a\nvehicle\naccessory and a hybrid powertrain having an engine, a generator\noperatively coupled\nto the engine, and an energy source, the method comprising:\ndetermining whether the\nvehicle\nis stationary;\nselectively powering the\nvehicle\naccessory using the energy source while the\nengine is\nnot running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge; operating the engine driven\ngenerator to\nrecharge the energy source to a predetermined maximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n19. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining whether the\nvehicle\nparking brake is engaged.\n20. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining the status of a driver selectable switch. | 11/154,427 | United States of America | 2005-06-16 | Procédé de réduction de temps de ralenti de moteur dans un véhicule hybride qui comprend un organe secondaire de véhicule et un groupe propulseur hybride à moteur, un générateur relié opérationnel au moteur et une source d'énergie. Le procédé consiste à alimenter sélectivement l'organe secondaire via la source d'énergie hors fonctionnement moteur, à contrôler l'état de charge de la source d'énergie, à lancer sélectivement le moteur lorsque ledit état de charge est inférieur ou égal à un état de charge minimum préétabli, à faire fonctionner le générateur entraîné par le moteur pour recharger la source d'énergie à un état de charge maximum préétabli, et à couper le moteur lorsque l'état de charge de la source d'énergie est supérieur ou égal à l'état de charge maximum préétabli. On décrit également un système d'alimentation de véhicule électrique hybride équipé de la fonction décrite. | True |
| 137 | Patent 3101554 Summary - Canadian Patents Database | CA 3101554 | NaN | RAIL TRANSPORTVEHICLEELECTRICENERGY STORAGE AND CHARGING SYSTEM | SYSTEME DE STOCKAGE ET DE CHARGE D'ENERGIE ELECTRIQUE D'UN VEHICULE DE TRANSPORT FERROVIAIRE | NaN | PETER, MASON | NaN | 2019-06-03 | CASSAN MACLEAN IP AGENCY INC. | English | FIRST GREATER WESTERN LIMITED | CA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\nClaims\n1. A rail\nelectric\npower storage system for charging\nbattery\npowered rail\nunits comprising:\na stationary\nbattery\n;\na power input configured to charge the stationary\nbattery\nat a first power\nlevel;\na power output configured to discharge the stationary\nbattery\nat a second\npower level, higher\nthan the first power level; and,\na charging apparatus for\nelectrically\nconnecting the power output to a\nbattery\npowered train\nto charge a\nbattery\nof the\nbattery\npowered train.\n2. A rail\nelectric\npower storage system according to claim 1, in which the\npower input is\nconnected to mains power.\n3. A rail\nelectric\npower storage system according to claim 1 or 2, in which\nthe power input is\nconfigured to continuously charge the stationary\nbattery\n.\n4. A rail\nelectric\npower storage system according to any preceding claim,\nin which the power\ninput is configured to trickle charge or charge at relatively low power the\nstationary\nbattery\n.\n5. A rail\nelectric\npower storage system according to any preceding claim,\nin which the stationary\nbattery\ncomprises a container storing at least one\nbattery\ncell, in which the\ncontainer is a shipping\ncontainer.\n6. A rail transport\nvehicle\ncharging system comprising:\na charging rail dimensioned to be fully coverable by a train carriage;\na power supply for charging an\nelectric\ntrain\nbattery\n, the power supply being\nconfigured to\nselectively supply a charging current to the charging rail; and,\na sensor apparatus configured to detect the position and / or movement of a\ntrain carriage\nover the charging rail;\nin which the sensor is connected to the power supply such that the charging\ncurrent is only\nsupplied to the charging rail when the train carriage at least partially\ncovers the charging rail.\n7. A rail transport\nvehicle\ncharging system according to claim 6, in which\nthe charging current is\nonly supplied to the charging rail when the train carriage fully covers the\ncharging rail.\n16\nCA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\n8. A rail transport\nvehicle\ncharging system according to claim 6 or 7, in\nwhich the sensor is\nconfigured to detect a circuit being made with the charging rail, and to apply\nthe charging current\nupon detection of the circuit being made.\n9. A rail transport\nvehicle\ncharging system according to claim 8,\nconfigured to apply a sensing\nelectrical\npotential to the charging rail, in which the sensor is configured\nto detect a sensing current\nflowing as a result of the sensing\nelectrical\npotential.\n10. A rail transport\nvehicle\ncharging system according to claim 9, in which\nthe sensing current is\nAC and the charging current is DC.\n11. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 10, in which the sensor\nis configured to detect the presence of a train carriage over the charging\nrail.\n12. A rail transport\nvehicle\ncharging system according to claim 11, in\nwhich the sensor is an\nelectromagnetic, e.g. optical or radio frequency sensor.\n13. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 12, comprising a\nplurality of discrete charging rails configured to simultaneously charge a\nplurality of train carriages.\n14. A rail transport\nvehicle\ncharging system according to claim 13, in\nwhich each discrete charging\nrail comprises a respective sensor apparatus configured to detect the position\nand / or movement of\na respective train carriage over the charging rail, and in which each sensor\napparatus is connected to\na power supply such that the charging current is only supplied to the\nrespective charging rail when a\nrespective train carriage at least partially covers the respective charging\nrail.\n15. A rail transport\nvehicle\ncharging system according to claim 14, in\nwhich the power supply is\ncommon to the plurality of charging rails.\n16. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 15, in which the\ncharging rail is positioned between two running rails.\n17. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 16, comprising a further\ncharging rail configured to make the charging circuit with the charging rail.\n18. A rail transport\nvehicle\ncharging system according to claim 17, in\nwhich the further charging\nrail is connected to earth potential.\n19. A rail transport\nvehicle\ncharging system according to claim 18, in\nwhich the further charging\nrail is positioned outside of the running rails.\n17\nCA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\n20. A rail transport\nvehicle\ncharging system according to any of claims\n6 to 19, comprising a rail\ntransport\nvehicle\nhaving an on-board\nbattery\narranged to be charged by the\nrail transport\nvehicle\ncharging system, in which the rail transport\nvehicle\ncomprises an\nelectrical\ncontact for contact with\nthe charging rail.\n21. A rail transport\nvehicle\ncharging system according to claim 20, in\nwhich the sensor apparatus\nis on-board the rail transport\nvehicle\n.\n22. A rail transport\nvehicle\ncharging system according to claim 21, in\nwhich the sensor apparatus\nis configured to detect\nelectrical\nconnection between the\nelectrical\ncontact\nand the charging rail.\n23. A rail transport\nvehicle\ncharging system according to claim 22, in\nwhich the sensor apparatus\nis configured to detect motion of the rail transport\nvehicle\n.\n24. A rail transport\nvehicle\ncharging system according to claim 23, in\nwhich the sensor apparatus\nis configured to detect a driver input of the rail transport\nvehicle\n.\n25. A rail transport\nvehicle\nelectric\nenergy storage and charging system\ncomprising an\nelectric\nenergy storage according to any of claims 1 to 5 and a charging system\naccording to any of claims 6 to\n24.\n26. An\nelectric\nrail transport\nvehicle\ncomprising:\nan\nelectric\nmotor for propelling the\nvehicle\n;\na\nbattery\narranged to power the\nelectric\nmotor; and,\na rail contact electrode extending from the\nvehicle\nand configured to contact\na rail, in which\nthe rail contact electrode is connected to the\nbattery\nto provide a charging\ncurrent from the rail to the\nbattery\nin use.\n27. An\nelectric\nrail transport\nvehicle\naccording to claim 24, comprising\ntwo sets of wheels, the sets\nof wheels spaced apart in a direction normal to a direction of travel of the\nvehicle\n, in which the rail\ncontact member extends between the two sets of wheels.\n28. An\nelectric\nrail transport\nvehicle\naccording to claim 24, comprising\ntwo sets of wheels, the sets\nof wheels spaced apart in a direction normal to a direction of travel of the\nvehicle\n, in which the rail\ncontact member extends on one side of the two sets of wheels.\n29. An\nelectric\nrail transport\nvehicle\naccording to any of claims 26 to\n28, and a rail transport\nvehicle\ncharging system according to any of claims 6 to 19 in which the rail contact\nmember is in contact with\nthe charging rail.\n18\nCA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\n30. A rail transport\nvehicle\nand charging system comprising an\nelectric\nenergy storage according\nto any of claims 1 to 5 and an\nelectric\nrail transport\nvehicle\naccording to\nclaim 29.\n19 | 1809019.1 | United Kingdom | 2018-06-01 | Un système de stockage et de charge d'énergie électrique d'un véhicule de transport ferroviaire comprend un sous-système de stockage d'énergie (200) et un système de charge (400) ayant un rail de charge (4) qui ne charge qu'un véhicule (10) lorsque le rail est recouvert. L'invention concerne également un véhicule ferroviaire alimenté par batterie ayant une semelle de charge en contact avec le rail. | True |
| 138 | Patent 2979965 Summary - Canadian Patents Database | CA 2979965 | NaN | BATTERYPACK OFELECTRICVEHICLE,ELECTRICVEHICLECHASSIS AND METHOD FOR REPLACINGBATTERYMODULES | BLOC-BATTERIE DE VEHICULE ELECTRIQUE, CHASSIS DE VEHICULE ELECTRIQUE ET PROCEDE POUR REMPLACER DES MODULES DE BATTERIE | NaN | SHAM, WELLEN | NaN | 2016-03-14 | SMART & BIGGAR LP | English | THUNDER POWER NEW ENERGY VEHICLE DEVELOPMENT COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A\nbattery\npack for an\nelectric\nvehicle\n, the\nbattery\npack comprising:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides.\n2. The\nbattery\npack of claim 1, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n3. The\nbattery\npack of claim 2, wherein the at least one opening is\nprovided on the\nbottom of the support part.\n4. The\nbattery\npack of claim 3, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n5. The\nbattery\npack of claim 4, wherein the plurality of\nbattery\nmodules\nare mounted\nto the bottom of the support part through fasteners.\n6. The\nbattery\npack of claim 3, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n7. The\nbattery\npack of claim 3, wherein the layer mounted above the top of\nthe\nsupport part is a carbon fiber composite layer.\n8. An\nelectric\nvehicle\nchassis comprising:\nan underbody panel located below a cabin of an\nelectric\nvehicle\n;\n13\ntwo side sills extending along the longitudinal direction of the underbody\npanel, wherein\neach of the two side sills comprises an upper part and a lower part and is\nconnected to one of the\ntwo opposite sides of the underbody panel through the upper part thereof;\na\nbattery\npack located below the underbody panel and between the two side\nsills, wherein\nthe\nbattery\npack comprises:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides; and\nwherein the\nbattery\npack is configured to be mounted to the lower parts of the\ntwo side\nsills through the bottom of the support part.\n9. The\nelectric\nvehicle\nchassis of claim 8, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n10. The\nelectric\nvehicle\nchassis of claim 8, wherein the at least one\nopening provided\non the support part is provided on the bottom of the support part.\n11. The\nelectric\nvehicle\nchassis of claim 10, wherein the bottom of the\nsupport part is\nprovided with mounting flanges extending along the longitudinal direction of\nthe underbody\npanel, wherein the\nbattery\npack is mounted to the lower parts of the two side\nsills using the\nmounting flanges.\n12. The\nelectric\nvehicle\nchassis of claim 11, wherein the mounting flanges\nof the\nsupport part are mounted to the lower parts of the two side sills through\nfasteners.\n13. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\n14\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n14. The\nelectric\nvehicle\nchassis of claim 13, wherein the plurality of\nbattery\nmodules\nare mounted to the bottom of the support part through fasteners.\n15. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n16. The\nelectric\nvehicle\nchassis of claim 10, wherein the layer mounted\nabove the top\nof the support part is a carbon fiber composite layer.\n17. A method for replacing a\nbattery\nmodule in an\nelectric\nvehicle\n, the\nmethod\ncomprising:\nidentifying a first\nbattery\nmodule from among a plurality of\nbattery\nmodules\nin a\nbattery\npack, wherein the\nbattery\npack is located within the\nelectric\nvehicle\nand\ncomprises:\nthe plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on the bottom of the support part to enable the\nplurality of\nbattery\nmodules to be passed through the at least one opening and be\ndetachably mounted to the\nbottom of the support part so as to be supported by the bottom;\ndetaching the first\nbattery\nmodule from the bottom of the support part;\nremoving the first\nbattery\nmodule from the support part by passing the first\nbattery\nmodule through the at least one opening;\ninserting a second\nbattery\nmodule into the support part by passing the second\nbattery\nmodule through the at least one opening; and\nmounting the second\nbattery\nmodule to the bottom of the support part.\n18. The method of claim 17, wherein the second\nbattery\nmodule has a higher\nelectrical\npotential energy than the first\nbattery\nmodule.\n19. The method of claim 18, further comprising:\nremoving a protector sheet from below the bottom of the support part.\n20. The method of claim 18, further comprising:\nremoving fasteners that are configured to mount the first\nbattery\nmodule to\nthe bottom of\nthe support part.\n16 | 62/133,991 | United States of America | 2015-03-16 | La présente invention concerne des systèmes et des procédés pour configurer des blocs-batteries dans des véhicules électriques. Un bloc-batterie peut comprendre une pluralité de modules de batterie, une partie de support, et au moins une ouverture prévue sur la partie de support. La partie de support peut être pourvue d'une partie inférieure pour supporter la pluralité de modules de batterie, de côtés, d'une partie supérieure, et d'un espace de logement formé par la partie inférieure, les côtés, et la partie supérieure pour loger la pluralité de modules de batterie. L'ouverture prévue sur la partie inférieure de la partie de support peut permettre à la pluralité de modules de batterie de passer à travers la ou les ouvertures et d'être montés de manière détachable sur la partie inférieure de la partie de support de manière à être supportés par la partie inférieure. | True |
| 139 | Patent 3095767 Summary - Canadian Patents Database | CA 3095767 | NaN | SYSTEM AND METHOD FORBATTERYSELECTION | SYSTEME ET PROCEDE DE SELECTION DE BATTERIE | NaN | JIN, ZHIHONG H., BALLO, MICHAEL THOMAS, ZHANG, ZHENLI, DIAZ MARTINEZ, DIEGO HERNAN, ARREDONDO CARDENAS, RAUL JACINTO | NaN | 2019-04-19 | WILSON LUE LLP | English | CPS TECHNOLOGY HOLDINGS LLC | CA 03095767 2020-09-30\nWO 2019/204705 PCT/US2019/028283\nCLAIMS\nWhat is claimed is:\n1. A\nbattery\nlongevity predictor comprising:\na plurality of\nbattery\nfactors;\na plurality of\nelectrical\nload factors;\na plurality of cycling or crank data;\nan output;\nwherein the output comprises a\nbattery\nlongevity predictor based on the\nplurality of\nbattery\nfactors, plurality of\nvehicle\nloads, and the plurality of cycling or\ncrank data.\n2. The\nbattery\nlongevity predictor of claim 1, further comprising a\nbattery\nsimulator having\nthe plurality of\nbattery\nfactors, the plurality of\nvehicle\nloads, and/or the\nplurality of\ncycling or crank data.\n3. The\nbattery\nlongevity predictor of claim 1, wherein the\nelectrical\nload\nfactors comprise\ndriver factors.\n4. The\nbattery\nlongevity predictor of claim 3, wherein the driver factors\ncomprise driving\npatterns and driving context.\n5. The\nbattery\nlongevity predictor of claim 1, wherein the\nelectrical\nload\nfactors comprise\nenvironmental factors.\n6. The\nbattery\nlongevity predictor of claim 2, wherein the\nbattery\nsimulator comprises a\nvehicle\nsimulation and performance analysis.\n7. A\nvehicle\ncomprising:\na\nvehicle\nsystem having a system having a number of loads defining a load\nprofile;\n16\nCA 03095767 2020-09-30\nWO 2019/204705 PCT/US2019/028283\na validated\nbattery\ncomprising one or more\nbatteries\nwhich can fulfill the\nload profile;\nan integrated\nbattery\nselected from the validated\nbattery\n, the integrated\nbattery\nselected\nfor longevity relative to other\nbatteries\n;\nwherein the validated\nbattery\nis provided within the\nvehicle\n.\n8. The\nvehicle\nof claim 7, wherein the load profile comprises\nbattery\nsize.\n9. The\nvehicle\nof claim 7, wherein the load profile comprises environmental\nfactors.\n10. The\nvehicle\nof claim 7, wherein the load profile comprises driver factors.\n11. The\nvehicle\nof claim 7, wherein the load profile comprises\nvehicle\nloads.\n12. The\nvehicle\nof claim 7, wherein longevity is evaluated relative to a\nnumber of factors,\nwhich may include Amp-hr throughput over time, average and peak current over\ntime,\nstate of charge over time, depth of discharge over time, and Fuel Economy.\n13. A\nbattery\nselector comprising:\na plurality of\nbattery\nfactors;\na plurality of\nelectrical\nload factors;\na plurality of cycling or crank data;\nan output;\nwherein the output comprises a\nbattery\nselection based on the plurality of\nbattery\nfactors,\nplurality of\nvehicle\nloads, and the plurality of cycling or crank data.\n14. The\nbattery\nselector of claim 13, further comprising a\nbattery\nsimulator\nhaving the\nplurality of\nbattery\nfactors, the plurality of\nvehicle\nloads, and/or the\nplurality of cycling or\ncrank data.\n15. The\nbattery\nselector of claim 13, wherein the\nelectrical\nload factors\ncomprise driver\nfactors.\n17\nCA 03095767 2020-09-30\nWO 2019/204705 PCT/US2019/028283\n16. The\nbattery\nselector of claim 15, wherein the driver factors comprise\ndriving patterns and\ndriving context.\n17. The\nbattery\nselector of claim 13, wherein the\nelectrical\nload factors\ncomprise\nenvironmental factors.\n18. The\nbattery\nselector of claim 14, wherein the\nbattery\nsimulator comprises\na\nvehicle\nsimulation and performance analysis.\n19. The\nbattery\nselector of claim 13, further comprising a display, wherein\nthe display shows\nthe\nbattery\nselection.\n20. The\nbattery\nselector of claim 15, wherein the driver factors comprise user\ninput driver\nfactors.\n18 | 62/660,613 | United States of America | 2018-04-20 | La présente invention concerne un véhicule comprenant un système de véhicule ayant un système ayant un certain nombre de charges définissant un profil de charge ; une batterie validée comprenant une ou plusieurs batteries qui peuvent remplir le profil de charge ; une batterie intégrée choisie parmi la batterie validée, la batterie intégrée étant sélectionnée pour sa longévité par rapport à d'autres batteries ; la batterie validée étant disposée à l'intérieur du véhicule. La présente invention concerne en outre un prédicteur de longévité de batterie comprenant une pluralité de facteurs de batterie ; une pluralité de facteurs de charge électrique ; une pluralité de données de cycle ou de vilebrequin ; une sortie ; la sortie comprenant un prédicteur de longévité de batterie basé sur la pluralité de facteurs de batterie, une pluralité de charges de véhicule, et la pluralité de données de cycle ou de vilebrequin. | True |
| 140 | Patent 2979965 Summary - Canadian Patents Database | CA 2979965 | NaN | BATTERYPACK OFELECTRICVEHICLE,ELECTRICVEHICLECHASSIS AND METHOD FOR REPLACINGBATTERYMODULES | BLOC-BATTERIE DE VEHICULE ELECTRIQUE, CHASSIS DE VEHICULE ELECTRIQUE ET PROCEDE POUR REMPLACER DES MODULES DE BATTERIE | NaN | SHAM, WELLEN | NaN | 2016-03-14 | SMART & BIGGAR LP | English | THUNDER POWER NEW ENERGY VEHICLE DEVELOPMENT COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A\nbattery\npack for an\nelectric\nvehicle\n, the\nbattery\npack comprising:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides.\n2. The\nbattery\npack of claim 1, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n3. The\nbattery\npack of claim 2, wherein the at least one opening is\nprovided on the\nbottom of the support part.\n4. The\nbattery\npack of claim 3, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n5. The\nbattery\npack of claim 4, wherein the plurality of\nbattery\nmodules\nare mounted\nto the bottom of the support part through fasteners.\n6. The\nbattery\npack of claim 3, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n7. The\nbattery\npack of claim 3, wherein the layer mounted above the top of\nthe\nsupport part is a carbon fiber composite layer.\n8. An\nelectric\nvehicle\nchassis comprising:\nan underbody panel located below a cabin of an\nelectric\nvehicle\n;\n13\ntwo side sills extending along the longitudinal direction of the underbody\npanel, wherein\neach of the two side sills comprises an upper part and a lower part and is\nconnected to one of the\ntwo opposite sides of the underbody panel through the upper part thereof;\na\nbattery\npack located below the underbody panel and between the two side\nsills, wherein\nthe\nbattery\npack comprises:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides; and\nwherein the\nbattery\npack is configured to be mounted to the lower parts of the\ntwo side\nsills through the bottom of the support part.\n9. The\nelectric\nvehicle\nchassis of claim 8, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n10. The\nelectric\nvehicle\nchassis of claim 8, wherein the at least one\nopening provided\non the support part is provided on the bottom of the support part.\n11. The\nelectric\nvehicle\nchassis of claim 10, wherein the bottom of the\nsupport part is\nprovided with mounting flanges extending along the longitudinal direction of\nthe underbody\npanel, wherein the\nbattery\npack is mounted to the lower parts of the two side\nsills using the\nmounting flanges.\n12. The\nelectric\nvehicle\nchassis of claim 11, wherein the mounting flanges\nof the\nsupport part are mounted to the lower parts of the two side sills through\nfasteners.\n13. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\n14\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n14. The\nelectric\nvehicle\nchassis of claim 13, wherein the plurality of\nbattery\nmodules\nare mounted to the bottom of the support part through fasteners.\n15. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n16. The\nelectric\nvehicle\nchassis of claim 10, wherein the layer mounted\nabove the top\nof the support part is a carbon fiber composite layer.\n17. A method for replacing a\nbattery\nmodule in an\nelectric\nvehicle\n, the\nmethod\ncomprising:\nidentifying a first\nbattery\nmodule from among a plurality of\nbattery\nmodules\nin a\nbattery\npack, wherein the\nbattery\npack is located within the\nelectric\nvehicle\nand\ncomprises:\nthe plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on the bottom of the support part to enable the\nplurality of\nbattery\nmodules to be passed through the at least one opening and be\ndetachably mounted to the\nbottom of the support part so as to be supported by the bottom;\ndetaching the first\nbattery\nmodule from the bottom of the support part;\nremoving the first\nbattery\nmodule from the support part by passing the first\nbattery\nmodule through the at least one opening;\ninserting a second\nbattery\nmodule into the support part by passing the second\nbattery\nmodule through the at least one opening; and\nmounting the second\nbattery\nmodule to the bottom of the support part.\n18. The method of claim 17, wherein the second\nbattery\nmodule has a higher\nelectrical\npotential energy than the first\nbattery\nmodule.\n19. The method of claim 18, further comprising:\nremoving a protector sheet from below the bottom of the support part.\n20. The method of claim 18, further comprising:\nremoving fasteners that are configured to mount the first\nbattery\nmodule to\nthe bottom of\nthe support part.\n16 | 62/133,991 | United States of America | 2015-03-16 | La présente invention concerne des systèmes et des procédés pour configurer des blocs-batteries dans des véhicules électriques. Un bloc-batterie peut comprendre une pluralité de modules de batterie, une partie de support, et au moins une ouverture prévue sur la partie de support. La partie de support peut être pourvue d'une partie inférieure pour supporter la pluralité de modules de batterie, de côtés, d'une partie supérieure, et d'un espace de logement formé par la partie inférieure, les côtés, et la partie supérieure pour loger la pluralité de modules de batterie. L'ouverture prévue sur la partie inférieure de la partie de support peut permettre à la pluralité de modules de batterie de passer à travers la ou les ouvertures et d'être montés de manière détachable sur la partie inférieure de la partie de support de manière à être supportés par la partie inférieure. | True |
| 141 | Patent 2692966 Summary - Canadian Patents Database | CA 2692966 | NaN | VEHICLEPROPULSION DEVICE | DISPOSITIF DE PROPULSION DE VEHICULE | NaN | UCHIYAMA, NAOKI | 2015-01-27 | 2008-07-04 | ROBIC | English | KABUSHIKI KAISHA ATSUMITEC | -21-\nCLAIMS\n1. A\nvehicle\npropulsion device comprising:\na motor generator that is installed in a\nvehicle\nand is\ncapable of driving a drive wheel of the\nvehicle\nby working as a\nmotor and braking the drive wheel of the\nvehicle\nby working as a\ngenerator;\na storage\nbattery\nthat transfers\nelectric\npower to and from\nthe motor generator;\na first thermoelectric conversion element that is thermally\nconnected to the motor generator; and\na power control unit that controls the power transfer\nbetween the motor generator and the storage\nbattery\nso that the\nelectric\npower is supplied from the storage\nbattery\nto the motor\ngenerator when the motor generator drives the drive wheel, and, on\nthe other hand, controls the power transfer between the motor\ngenerator and the storage\nbattery\nso that the\nelectric\npower is\nsupplied from the motor generator to the storage\nbattery\n, and\nsimultaneously controls a power supply from the motor generator to\nthe first thermoelectric conversion element so that the first\nthermoelectric conversion element is supplied with\nelectric\npower\nfrom the motor generator to cool the motor generator, when the\nmotor generator brakes the drive wheel.\n2. The\nvehicle\npropulsion device according to claim 1,\nwherein the power control unit implements such control that the\nfirst thermoelectric conversion element converts thermal energy\ngenerated by the motor generator into\nelectric\npower and supplies\nthe\nelectric\npower to the storage\nbattery\nor the motor generator\nwhen the first thermoelectric conversion element is not in the\nprocess of cooling the motor generator.\n3. The\nvehicle\npropulsion device according to claim 1,\nfurther comprising a second thermoelectric conversion element that\nis thermally connected to the storage\nbattery\n, wherein\n-22-\nwhen the motor generator drives the drive wheel, the power\ncontrol unit implements such control that the second\nthermoelectric conversion element converts the thermal energy of\nthe storage\nbattery\ninto\nelectric\npower and supplies the\nelectric\npower to the motor generator, and when the motor generator brakes\nthe drive wheel, the power control unit implements such control\nthat the second thermoelectric conversion element converts the\nthermal energy of the storage\nbattery\ninto\nelectric\npower and\ncharges the storage\nbattery\n.\n4. The\nvehicle\npropulsion device according to claim 1,\nfurther comprising a storage rate sensor that detects quantity of\nelectricity\nstored in the storage\nbattery\n, wherein\nwhen the motor generator brakes the drive wheel, and\nelectric\npower is supplied from the motor generator to the storage\nbattery\n, the power control unit implements such control that power\nsupply from the motor generator to the first thermoelectric\nconversion element is stopped if the quantity of\nelectricity\n,\nwhich has been detected by the storage rate sensor, is less than\npredetermined quantity of\nelectricity\n, and that the first\nthermoelectric conversion element is supplied with\nelectric\npower\nfrom the motor generator to cool the motor generator if the\nquantity of\nelectricity\n, which has been detected by the storage\nrate sensor, is equal to or more than the predetermined quantity\nof\nelectricity\n.\n5. The\nvehicle\npropulsion device according to claim 4,\nwherein when the motor generator brakes the drive wheel, and\nelectric\npower is supplied from the motor generator to the storage\nbattery\n, the power control unit implements such control that the\nfirst thermoelectric conversion element converts the thermal\nenergy generated by the motor generator into\nelectric\npower to\ncharge the storage\nbattery\nif the quantity of\nelectricity\n, which\nhas been detected by the storage rate sensor, is less than the\npredetermined quantity of\nelectricity\n.\n-23-\n6. The\nvehicle\npropulsion device according to claim 4,\nwherein the predetermined quantity of\nelectricity\nis less than a\nrated storage capacity of the storage\nbattery\n.\n7. The\nvehicle\npropulsion device according to claim 3,\nfurther comprising a\nbattery\ntemperature sensor that detects the\ntemperature of the storage\nbattery\n, wherein\nwhen the motor generator brakes the drive wheel, and the\ntemperature of the storage\nbattery\n, which has been detected by the\nbattery\ntemperature sensor, is equal to or higher than\npredetermined temperature, the power control unit implements such\ncontrol that the second thermoelectric conversion element is\nsupplied with\nelectric\npower from the motor generator to cool the\nstorage\nbattery\n. | 2007-180868 | Japan | 2007-07-10 | Lorsque des roues motrices (3) d'un véhicule sont entraînées par un moteur-générateur (10) fonctionnant en tant que moteur, une puissance électrique est fournie par une batterie secondaire (20) au moteur-générateur (10). D'autre part, lorsque les roues motrices (3) sont freinées par le moteur-générateur (10) fonctionnant en tant que générateur, une puissance électrique est fournie par le moteur-générateur (10) à la batterie secondaire (20) et, en même temps, un premier élément de conversion thermoélectrique (11) reçoit une puissance électrique en provenance du moteur-générateur (10) pour refroidir le moteur-générateur (10). | True |
| 142 | Patent 2412680 Summary - Canadian Patents Database | CA 2412680 | NaN | HYBRIDVEHICLEAND CONTROL METHOD THEREFOR | VEHICULE HYBRIDE ET METHODE DE COMMANDE | NaN | TAKEMASA, KOICHIRO, TAMAGAWA, YUTAKA | 2004-09-21 | 2002-11-22 | MARKS & CLERK | English | HONDA GIKEN KOGYO KABUSHIKI KAISHA | 27\nWhat is claimed is:\n1. A hybrid\nvehicle\ncomprising an engine for driving the\nvehicle\nand a motor\nfor assist\ndriving the engine and for generating\nelectric\npower, further comprises:\na\nbattery\n, which is charged by\nelectric\npower generated by said motor;\na DC/DC converter, capable of outputting a variable output voltage, and which\noutputs a control voltage for controlling auxiliary machines of the\nvehicle\nby\ndecreasing\nthe voltage of the\nbattery\n;\na temperature detecting device for detecting a temperature of the\nbattery\n; and\nan output voltage increasing device which activates said DC/DC converter by\nsetting the output voltage of the DC/DC converter at a predetermined value\nwhen the\ntemperature of the\nbattery\nis below a predetermined value, and which increases\nthe output\nvoltage gradually from said predetermined value alter said DC/DC converter is\nactivated.\n2. A hybrid\nvehicle\ncomprising an engine for driving the\nvehicle\nand a motor\nfor assist\ndriving of the engine and for generating\nelectric\npower, further comprises:\na\nbattery\n, which is charged by\nelectric\npower generated by said motor;\na DC/DC converter, capable of outputting a variable output voltage, and which\noutputs a control voltage for controlling auxiliary machines of the\nvehicle\nby\ndecreasing\nthe voltage of the\nbattery\n;\na temperature detecting device for detecting a temperature of the\nbattery\n; and\nan output voltage switching control device, which activates said DC/DC\nconverter by setting the output voltage of said DC/DC converter at a first\nvoltage when the\n28\ntemperature of said batter is below the predetermined temperature, and which\ncarries out a\ncontrol operation to switch the output voltage from said first voltage value\nto a second\nvoltage value, which is higher than the first voltage.\n3. A hybrid\nvehicle\naccording to claim 1, wherein, after activating said DC/DC\nconverter,\nsaid output voltage increasing device gradually increases the amount of\nelectric\npower\ngenerated by the motor in response to the output response characteristic of\nthe engine, and\ngradually increases the output voltage of the DC/DC converter in response to\nthe increase\nof the amount of\nelectric\npower generated by the motor.\n4. A hybrid\nvehicle\naccording to claim 2, wherein, after said DC/DC converter\nis\nactivated, said output voltage switching control device gradually increases\nthe amount of\nelectric\npower generated by said motor in response to the output response\ncharacteristic of\nsaid engine, and switches the output voltage of said DC/DC converter from said\nfirst\nvoltage to said second voltage.\n5. A hybrid\nvehicle\naccording to claim 2, wherein said hybrid\nvehicle\nfurther\ncomprising\na\nelectric\npower comparison device for comparing between said\nelectric\npower\ngenerated\nby said motor and the\nelectric\npower consumed by said DC/DC converter, and\nwhen it is\ndetermined by said\nelectric\npower comparison device that said\nelectric\npower\ngenerated by\nthe motor is equivalent to said\nelectric\npower consumed by said DC/DC\nconverter, said\noutput voltage switching control device carries out a control operation to\nswitch the output\nvoltage of said DC/DC converter from said first voltage to said second\nvoltage.\n6. A hybrid\nvehicle\naccording to claim 2, wherein said hybrid\nvehicle\nfurther\ncomprising\n29\na torque comparison device for comparing between said\nelectric\npower\ngeneration torque\nby said motor and the target\nelectric\npower torque, and when it is determined\nby said\ntorque comparison device that said power generation torque by the motor is\nequivalent to\nsaid target power generation torque, said output voltage switching control\ndevice carries\nout a control operation to switch the output voltage of said DC/DC converter\nfrom said\nfirst voltage to said second voltage.\n7. A hybrid\nvehicle\naccording to claim 6, wherein said torque comparison\ndevice\ncalculates the target power generation torque from said\nelectric\npower\nconsumed by loads\nconnected to the DC/DC converter and from a rate of rotation of said motor.\n8. A method of controlling a hybrid\nvehicle\ncomprising an engine for driving\nthe\nvehicle\n,\na motor for assist driving of the engine and for generating\nelectric\npower, a\nbattery\n, to be\ncharged by\nelectric\npower generated by said motor; a DC/DC converter, capable\nof\noutputting a variable output voltage. and outputting a control voltage for\ncontrolling\nauxiliary machines of the\nvehicle\nby depressing the voltage of the\nbattery\n,\nand a\ntemperature detecting device for detecting a temperature of the\nbattery\n,\nwherein said\nmethod of controlling the hybrid\nvehicle\nfurther comprises:\na control step for activating said DC/DC motor while setting the output\nvoltage of\nsaid DC/DC converter at a predetermined voltage, when the temperature of the\nbattery\nis\nbelow a predetermined temperature, and,\na control step, after said DC/DC converter has been activated, for gradually\nincreasing the output voltage of said DC/DC converter from said predetermined\nvoltage.\n9. A method of controlling a hybrid\nvehicle\ncomprising an engine for driving\nthe\nvehicle\n,\n30\na motor for assist driving of the engine and for generating\nelectric\npower, a\nbattery\nto be\ncharged by\nelectric\npower generated by said motor; a DC/DC converter, capable\nof\noutputting a variable output voltage, and outputting a control voltage for\ncontrolling\nauxiliary machines of the\nvehicle\nby depressing the voltage of the\nbattery\n,\nand a\ntemperature detecting device for detecting a temperature of the\nbattery\n,\nwherein said\nmethod of controlling the hybrid\nvehicle\ncomprises:\na control step for activating said DC/DC motor while setting the output\nvoltage of\nsaid DC/DC converter at a first voltage, when the temperature of the\nbattery\nis below a\npredetermined temperature, and\na control step, after said DC/DC converter has been activated, for gradually\nincreasing the output voltage of said DC/DC converter from said first voltage\nto a second\nvoltage which is higher than the first voltage. | 2001-378802 | Japan | 2001-12-12 | Un véhicule hybride et une méthode de contrôle du véhicule hybride sont fournis, permettant de supprimer la décharge de la batterie au moment du démarrage d'un convertisseur CC/CC et de supprimer une chute de tension temporelle de la batterie. Lorsque le moteur est au ralenti et que la puissance générée par le moteur n'est pas suffisante, le contrôleur du moteur démarre le convertisseur CC/CC à un état de tension de sortie basse, et le niveau de puissance générée par le moteur est augmenté graduellement à une vitesse sans perturber la rotation au ralenti du moteur, et lorsqu'il est déterminé que la puissance générée par le moteur est suffisamment élevée en comparant le niveau de puissance générée avec le niveau de consommation d'énergie à la sortie du convertisseur CC/CC, le mode de fonctionnement du convertisseur CC/CC à sortie variable bascule du mode basse tension au mode haute tension. | True |
| 143 | Patent 2782541 Summary - Canadian Patents Database | CA 2782541 | NaN | ATTACH AND DETACH DEVICE OFBATTERYFORELECTRICVEHICLE | DISPOSITIF POUR ATTACHER ET DETACHER UNE BATTERIE D'UN VEHICULE ELECTRIQUE | NaN | YU, CHI-MAN, SIM, JOO-SUB, PARK, YONG-GEU, JANG, WOONG-SUNG, KIM, YUN-HA, PARK, JUN-SEOK, CHOI, WOONG-CHUL, JEONG, JAY-IL, WON-KYU, KIM | 2017-01-10 | 2012-07-03 | BRION RAFFOUL | English | MOTEX PRODUCTS CO., LTD., KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION, INDUSTRY-UNIVERSITY COOPERATION FOUNDATION OF KOREA AEROSPACE UNIVERSITY | 33\nWhat is claimed is:\n1.An\nelectric\nvehicle\nbattery\nattaching/detaching device\ncomprising:\na\nbattery\nmounting unit formed on an\nelectric\nvehicle\nand\nadapted to detachably mount a\nbattery\n;\na loader having a plurality of\nbattery\nstands, each\nbattery\nstand being adapted to detachably mount a fully-charged\nbattery\nto be exchanged with the\nbattery\nmounted on the\nbattery\nmounting unit; and\na\nbattery\nattaching/detaching unit adapted to move along X-axis,\nY-axis, and Z-axis between the\nbattery\nmounting unit and the\nbattery\nstand by means of a movement device, detach a\nbattery\nmounted on the\nbattery\nmounting unit or the\nbattery\nstand, and\nexchange and mount the\nbattery\non the\nbattery\nstand or the\nbattery\nmounting unit,\nwherein the\nbattery\nhas coupling holes formed near corners,\nupper surface incisions formed on both lateral portions,\nrespectively, each upper surface incision having an engaging\nledge formed at a predetermined height from a bottom portion,\nand lower surface incisions formed on front and rear portions,\nrespectively, each lower surface incision having an engaging\nledge formed at a predetermined height from a top portion.\n2. The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 1, wherein the\nbattery\nmounting unit\ncomprises:\na bottom portion of a predetermined area so that the\nbattery\nis\nseated and supported;\ncoupling protrusions extending a predetermined length in a\ndirection perpendicular to the bottom portion, the coupling\n34\nprotrusions being positioned on an Identical vertical line\nwith the coupling holes of the\nbattery\n; and\ngrasping holders adapted to engage with or disengage from the\nengaging ledges of the upper surface incisions of the\nbattery\nby means of elastic force.\n3. The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 2, wherein the grasping holders are adapted\nto make hinge rotation in a forward/backward direction by\nmeans of elastic members, the grasping holders have stepped\nportions formed to horizontally engage with the engaging\nledges formed on the upper surface incisions of the\nbattery\n,\nrespectively, and a slanted surface portion is formed to be\nslanted upwards from an inner end surface of each stepped\nportion in an outward direction.\n4.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 1, wherein the movement device comprises:\na pair of fixed guide rails installed horizontally on the\nloader;\na variable guide rail installed on the fixed guide rails in a\nperpendicular direction thereto, wherein the variable guide\nrail moves horizontally along one of X-axis or Y-axis;\na movable rail adapted to move horizontally along the other of\nX-axis or Y-axis with regard to the variable guide rail, as\nwell as move vertically along Z-axis, the\nbattery\nattaching/detaching unit being installed on a lower end of the\nmovable rail.\n5.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 2, wherein the\nbattery\nattaching/detaching\nunit is installed on the movement device to be able to move\n35\nalong X-axis, Y-axis, and Z-axis, and the\nbattery\nattaching/detaching unit comprises:\na main unit shaped and sized in conformity with the\nbattery\n;\ngrasping units formed on front and rear surfaces of the main\nunit, respectively, and adapted to make hinge rotation\nvertically and horizontally in response to\nelectric\nsignals;\nand\ndisengaging units formed on left and right surfaces of the main\nunit, respectively, and adapted to make hinge rotation\nvertically and horizontally in response to\nelectric\nsignals.\n6.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 5, wherein the grasping units are positioned\nto vertically correspond to the lower surface incisions of the\nbattery\nand have a corresponding number, each grasping unit\nhas a vertical unit adapted to make hinge rotation vertically\nor horizontally in response to an\nelectric\nsignal and a\nhorizontal unit extending from an end of the vertical unit in\na perpendicular direction, and the horizontal units are\nadapted to horizontally engage with the engaging ledges formed\non the lower surface incisions of the\nbattery\n, when the\ngrasping unitS are folded, and grasp the\nbattery\n.\n7.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 5, wherein the disengaging units are\npositioned to vertically correspond to the upper surface\nincisions of the\nbattery\nand the grasping holders of the\nbattery\nmounting unit and have a corresponding number.\n8.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 1, wherein the\nbattery\nstand comprises:\n36\na bottom portion of a predetermined area so that the\nbattery\nis\nseated and supported; and\ncoupling protrusions extending a predetermined length in a\ndirection perpendicular to the bottom portion, the coupling\nprotrusions being positioned on an identical vertical line\nwith the coupling holes of the\nbattery\n.\n9. The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 8, wherein grasping holders are installed on\nthe bottom portion of the\nbattery\nstand and adapted to engage\nwith or disengage from the engaging ledges of the upper\nsurface incisions of the\nbattery\nby means of elastic force. | 10-2011-0136669 | Republic of Korea | 2011-12-16 | Linvention concerne un dispositif pour attacher et détacher une batterie de véhicule électrique. Linvention comprend une batterie ayant des incisions formées sur les parties latérales, chacune des incisions présentant respectivement un rebord dattache inférieur; une unité de fixation de batterie adaptée pour fixer de façon amovible la batterie, lunité de fixation de batterie comportant des supports de prise formés sur une partie inférieure et adaptés pour se fixer aux rebords dattache inférieurs des incisions de batterie ou sen détacher; et un élément dentraînement adapté pour faire pivoter les supports de prise en réaction à un signal électrique, pour que les supports de prise se fixent aux rebords dattache inférieurs des incisions de batterie ou sen détachent. Lorsquune batterie est installée et placée à un endroit précis de lunité de fixation de batterie, la batterie est fermement retenue sur lunité de fixation de batterie et ne peut sortir de lunité de fixation de batterie, même si le véhicule électrique vibre ou se retrouve sur le capot, par exemple. | True |
| 144 | Patent 3198204 Summary - Canadian Patents Database | CA 3198204 | NaN | SUPPLYING POWER TO ANELECTRICVEHICLE | ALIMENTATION EN ENERGIE D'UN VEHICULE ELECTRIQUE | NaN | IJAZ, MUJEEB, MOORHEAD, BRIAN | NaN | 2021-09-17 | SMART & BIGGAR LP | English | OUR NEXT ENERGY, INC. | CLAIMS\nWhat is claimed is:\n1. A power supply system for an\nelectric\nvehicle\n, comprising:\na traction\nbattery\nconfigured to be connected to and disconnected from a high-\nvoltage DC bus of the\nelectric\nvehicle\nto power the\nelectric\nvehicle\n;\na hybrid range extender\nbattery\ncomprising one or more high energy density\nhybrid\nmodules connected in parallel, with each high energy density hybrid module\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series;\nand\none or more bi-directional DC-DC converters arranged between the one or more\nhigh\nenergy density hybrid modules and the high-voltage DC bus of the\nelectric\nvehicle\n;\nwherein each of the arranged bi-directional DC-DC converters operatively\ncouples a\nDirect Current from a corresponding high energy density hybrid module to the\ntraction\nbattery\nand/or to the powertrain through the high-voltage DC bus of the\nelectric\nvehicle\nin\norder to charge the traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively.\n2. The power supply system of claim 1, wherein each high energy density\nhybrid\nmodule of the one or more high energy density hybrid modules is configured\nwith a\nchemistry that prioritizes high energy density over available cycle life.\n3. The power supply system of claim 1, wherein the traction\nbattery\ncomprises one or\nmore traction modules controlled by a\nBattery\nManagement System (BMS).\n54\n4. The power supply system of claim 1, wherein the one or more traction\nmodules of\nthe traction\nbattery\nis a plurality of traction modules, and the plurality of\ntraction modules\nare connected in series.\n5. The power supply system of claim 1, wherein each cell of the plurality\nof cells is\nconfigured to be independently measurable by the corresponding HMC.\n6. The power supply system of claim 1, wherein the one or more high energy\ndensity\nhybrid modules are configured to manage charging and/or discharging through a\ncorresponding bi-directional DC-DC-converter.\n7. The power supply system of claim 1, wherein the corresponding HMC of a\nhigh\nenergy density hybrid module is configured to further manage a power\ngenerating mode of\nthe power supply system by controlling a rate of charging and discharging of\nits high energy\ndensity hybrid module through sensor information obtained about the\nindependently\nmeasurable cells.\n8. The power supply system of claim 1, further comprising a balancing\ndevice for each\ncell of the high energy density hybrid module and configured to selectively\ndischarge an\nelectric\ncharge stored in the cell.\n9. The power supply system of claim 8, wherein the balancing device is a\nbleeder\nresistor connected in parallel with said each cell.\n10. The power supply system of claim 1, wherein the hybrid range extender\nbattery\ncomprises a plurality of chemistries.\n11. The power supply system of claim 1, wherein cells of at least one high\nenergy\ndensity hybrid module have a cell energy density of about 1000Wh/L or more.\n12. The power supply system of claim 1, wherein the range extender\nbattery\nhas a cycle\nlife of about 200 cycles.\n13. The power supply system of claim 1, wherein the traction\nbattery\nis\npartitioned from\nthe hybrid range extender\nbattery\n.\n14. The power supply system of claim 1, wherein the traction\nbattery\nis\nload-following.\n15. A method of operating a power supply system of an\nelectric\nvehicle\n,\ncomprising:\nproviding a traction\nbattery\ncomprising one or more traction modules\nconfigured to\npower the\nelectric\nvehicle\n;\nproviding a hybrid range extender\nbattery\nhaving one or more high energy\ndensity\nhybrid modules connected in parallel, with each high energy density hybrid\nmodule having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series,\n56\neach cell of the plurality of cells being independently measurable by said\ncorresponding\nHMC;\noperatively coupling a Direct Current from one or more of the high energy\ndensity\nhybrid modules to the high-voltage DC bus to which the traction\nbattery\nand/or\na powertrain\nof the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or\npower the\nelectric\nvehicle\nrespectively by arranging one or more bi-directional DC-DC converters\nbetween the\none or more high energy density hybrid modules and the high-voltage DC bus of\nthe\nelectric\nvehicle\nwith each high energy density hybrid module of the one or more high\nenergy density\nhybrid modules having a corresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n16. The method of claim 15, further comprising detecting a failure of a\ncell by\ncontrolling an input and output current of the high energy density hybrid\nmodule using the\ncorresponding bi-directional DC-DC converter and comparing a corresponding\nmeasured\nimpedance of the cell to a reference profile.\n17. The method of claim 16, further comprising altering, responsive to\ndetecting a failure\nof a cell of the high energy density hybrid module, a rate of discharge of the\nhigh energy\ndensity hybrid module.\n57\n18. The method of claim 16, further comprising deactivating, responsive to\ndetecting a\nfailure of a cell of the high energy density hybrid module, the high energy\ndensity hybrid\nmodule.\n19. The method of claim 15, wherein in order to balance the needs of power\ndelivery and\npreservation of charge cycles, an energy management system prioritizes\ndepletion of an\nenergy of the traction\nbattery\nbefore extracting energy from the hybrid range\nextender\nbattery\n.\n20. The method of claim 15, further comprising transferring power between\nthe traction\nbattery\nand the hybrid range extender\nbattery\n.\n21. The method of claim 15, further comprising, responsive to detecting a\nfailure of the\ntraction\nbattery\n, designating one or more high energy density hybrid modules\nas a temporary\nreplacement by connecting said one or more high energy density hybrid modules\nto the high\nvoltage DC bus.\n22. A method of operating a power supply system of an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a traction\nbattery\nconfigured to power the\nelectric\nvehicle\nand a hybrid\nrange extender\nbattery\nhaving one or more high energy density hybrid modules,\neach having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nindependently\nmeasurable by said corresponding HM, the high energy density hybrid modules\nbeing\n58\noperatively coupled to the high-voltage DC bus to which the traction\nbattery\nand/or a\npowertrain of the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or power\nthe\nelectric\nvehicle\nrespectively, the method comprising:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof\neach corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n23. A\nnon-transitory computer-readable storage medium storing a program which, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\noperatively coupling a Direct Current from one or more high energy density\nhybrid\nmodules of a hybrid range extender\nbattery\nto a high voltage DC bus to which\nthe traction\nbattery\nand/or a powertrain of the\nvehicle\nare connected, in order to charge\nthe traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively through an arrangement\nof one or\nmore bi-directional DC-DC converters between the one or more high energy\ndensity hybrid\nmodules and the high-voltage DC bus of the\nelectric\nvehicle\n, with each high\nenergy density\nhybrid module of the one or more high energy density hybrid modules having a\ncorresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n59\n24. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises detecting a failure of a cell by controlling an\ninput and output\ncurrent of the high energy density hybrid module using the corresponding bi-\ndirectional DC-\nDC converter, and comparing a corresponding measured impedance of the cell to\na\nreference profile.\n25. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises prioritizing depletion of an energy of the\ntraction\nbattery\nbefore\nextracting energy from the hybrid range extender\nbattery\nin order to balance\nthe needs of\npower delivery and preservation of charge cycles.\n26. A computer-implemented method comprising the steps of:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor\nthe subject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n27. The method of claim 26, further comprising:\ngenerating, by attributes prioritization, a set of attributes of the power\nsupply system\nto enforce, and proposing the at least one power output proposal based on the\nattributes.\n28. The method of claim 27, wherein the attributes include a safety\nattribute of the power\nsupply system, a capacity attribute of the power supply system or a life cycle\nattribute of the\npower supply system.\n29. The method of claim 26, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate.\n30. The method of claim 26, wherein the at least one corresponding high\nenergy density\nhybrid module has a chemistry that prioritizes high energy density over\navailable cycle life\nand each cell of the plurality of cells is independently measurable by said\ncorresponding\nHMC.\n61\n31. The method of claim 26, wherein the input data further comprises\ninformation\nselected from the group consisting of information about a user of the\nelectric\nvehicle\n,\ninformation about a fleet other power supply systems and information about an\nenvironment\nof the subject\nelectric\nvehicle\n.\n32. The method of claim 26, wherein the input data further comprises\ncalendar data.\n33. The method of claim 26, further comprising:\nproviding feedback for the power control module indicative of an accuracy of\nproposals in order to reinforce power control module.\n34. The method of claim 26, further comprising:\ncharging a traction\nbattery\nof the power supply system based on the at least\none\npower output proposal.\n35. The method of claim 34, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate through a bi-directional DC-DC converter.\n36. A computer system comprising a processor configured to perform the\nsteps\nincluding:\n62\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative\nof a characteristic of the request for completing a power output proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n37. The computer system of claim 36, wherein the processor is further\nconfigured to\ngenerate, by attributes prioritization, a set of attributes of the of the\npower supply system to\nenforce, and proposing the at least one power output proposal based on the\nattributes.\n38. The computer system of claim 36, wherein the attributes include a\nsafety attribute of\nthe power supply system, a capacity attribute of the power supply system or a\nlife cycle\nattribute of the power supply system.\n63\n39. The computer system of claim 36, wherein the at least one corresponding\nhigh\nenergy density hybrid module has a chemistry that prioritizes high energy\ndensity over\navailable cycle life and each cell of the plurality of cells is independently\nmeasurable by\nsaid corresponding HMC.\n40. The computer system of claim 36, wherein the input data further\ncomprises calendar\ndata.\n41. A non-transitory computer-readable storage medium storing a program\nwhich, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\n64\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n42. The non-transitory computer-readable storage medium of claim 41,\nwherein the\ncomputer system generates, by attributes prioritization, a set of attributes\nof the of the power\nsupply system to enforce, and proposing the at least one power output proposal\nbased on the\nattributes.\n43. The non-transitory computer-readable storage medium of claim 41,\nwherein the\nattributes include a safety attribute of the power supply system, a capacity\nattribute of the\npower supply system or a life cycle attribute of the power supply system.\n44. The non-transitory computer-readable storage medium of claim 41,\nwherein the at\nleast one corresponding high energy density hybrid module has a chemistry that\nprioritizes\nhigh energy density over available cycle life and each cell of the plurality\nof cells is\nindependently measurable by said corresponding HMC.\n45. The non-transitory computer-readable storage medium of claim 41,\nwherein the input\ndata further comprises calendar data.\n46. A\nbattery\nsystem for an\nelectric\nvehicle\n, comprising:\na first\nbattery\nhaving a first chemistry type and a cell energy density of not\nmore than\n500 Wh/L; and\na second\nbattery\nhaving a second chemistry type that is different than the\nfirst\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n47. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas a cell\nenergy density of\nnot more than 400 Wh/L.\n48. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1100 Wh/L.\n49. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1200 Wh/L.\n50. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas an energy\ndensity per\ncycle (EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n51. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 1.0 Wh/L/cycle.\n52. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 2.0 Wh/L/cycle.\n66\n53. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 5.0 Wh/L/cycle.\n54. The\nbattery\nsystem of claim 46, further comprising a third\nbattery\nhaving a third\nchemistry type and a cell energy density of 400-1400 Wh/L.\n55. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\n500-800 Wh/L.\n56. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\nnot less than 1000 Wh/L.\n57. A method of providing power to an\nelectric\nvehicle\n, comprising:\nselectively providing power from a first\nbattery\nor a second\nbattery\nto at\nleast one\nsystem of the\nelectric\nvehicle\n,\nwherein the first\nbattery\nhas a first chemistry type and a cell energy density\nof not\nmore than 500 Wh/L; and\nwherein the second\nbattery\nhas a second chemistry type that is different than\nthe first\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n58. The method of claim 57, wherein the first\nbattery\nhas a cell energy\ndensity of not\nmore than 400 Wh/L.\n67\n59. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1100 Wh/L.\n60. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1200 Wh/L.\n61. The method of claim 57, wherein the first\nbattery\nhas an energy density\nper cycle\n(EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n62. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 1.0\nWh/L/cycle.\n63. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 2.0\nWh/L/cycle.\n64. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 5.0\nWh/L/cycle.\n65. The method of claim 57, further comprising a third\nbattery\nhaving a\nthird chemistry\ntype and a cell energy density of 400-1400 Wh/L.\n66. The method of claim 65, wherein the third batter has a cell energy\ndensity of 500-800\nWh/L.\n68\n67.\nThe method of claim 65, wherein the third batter has a cell energy density of\nnot less\nthan 1000 Wh/L.\n69 | 63/089,990 | United States of America | 2020-10-09 | Un système d'alimentation électrique qui utilise une architecture hybride pour permettre à des produits chimiques à densité d'énergie élevée et à faible durée de vie d'être utilisés dans des batteries rechargeables pour étendre la plage d'une batterie de traction. | True |
| 145 | Patent 3184964 Summary - Canadian Patents Database | CA 3184964 | NaN | SUPER CAPACITOR BASED POWER SYSTEM FOR DELIVERYVEHICLE | SYSTEME D'ALIMENTATION BASE SUR SUPERCONDENSATEUR POUR VEHICULE DE LIVRAISON | NaN | WOOD, SR., ROBERT J., HALL, CHAD E. | NaN | 2022-06-10 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | SYSTEMATIC POWER MANUFACTURING, LLC | WO 2022/261483\nPCT/US2022/033083\nCLAIMS FOR\nPCT PATENT APPLICATION\nSUPER CAPACITOR BASED POWER\nSYSTEM FOR DELIVERY\nVEHICLE\n22\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nCLAIMS\n1. An\nelectrical\npower system for a delivery\nvehicle\n, with the delivery\nvehicle\nhaving a\ncombustible engine, and a liftgate powered by a liftgate motor, and the\nelectrical\npower system\ncompri sing:\na first\nbattery\n;\nan alternator;\na super capacitor comprising a first capacitor bank and a second capacitor\nbank,\nwherein each of the first capacitor bank and the second capacitor bank\ncomprises ultra-\ncapacitor cells placed in series; and\na diode connecting the first capacitor bank and the second capacitor bank;\nwherein:\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\nengine.\n2. The\nelectrical\npower system of claim 1, wherein:\nthe\nelectrical\npower system further comprises a second\nbattery\n, with the\nsecond\nbattery\nalso residing in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the super capacitor together reside\nwithin the\nengine compartment of the delivery\nvehicle\n;\nthe liftgate motor is secured onto or behind the cargo compai __ intent; and\nwhen a voltage of the first capacitor bank i s less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\n23\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n3 . The\nelectrical\npower system of claim 2, wherein:\nthe super capacitor comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n4. The\nelectrical\npower system of claim 3, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal, with\nelectrical\ncommunication controlled\nby a switch.\n5. The\nelectrical\npower system of claim 4, wherein.\nwhen fully charged by the first and second\nbatteries\n, the second capacitor\nbank contains\nenough energy to power the liftgate motor for the lift gate through at least\ntwo operating cycles\nwithout the first\nbattery\nor the second\nbattery\n.\n6. The\nelectrical\npower system of claim 4, wherein each of the first\ncapacitor bank and\nthe second capacitor bank stores over 50,000 Joules of energy.\n7. The\nelectrical\npower system of claim 4, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\nsuper\ncapacitor;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank allowing charge to be sent from the first capacitor bank to the\nsecond capacitor\nb an k.\n24\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n8. The\nelectrical\npower system of claim 4, wherein the second capacitor\nbank is\nconfigured to put out at least 200 Amps of current for at least two minutes\nfor operating the\nmotor for the lift gate.\n9. The\nelectrical\npower system of claim 4, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal\n10. The\nelectrical\npower system of claim 4, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n11. The\nelectrical\npower system of claim 10, wherein.\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks o together yield a total capacitance of\nat least 1,000\nFarads.\n12. The\nelectrical\npower system of claim 4, wherein the first\nbattery\nand\nthe second\nbattery\nare each lithium-ion\nbatteries\n.\n13. A delivery\nvehicle\n, comprising:\nan engine compartment, a combustible engine residing within the engine\ncompartment,\na cab and a cargo compartment;\na lift gate system residing on the cargo compartment, the lift gate system\ncomprising:\nan el ectri cal liftgate m otor;\na lift gate; and\na user interface for controlling the liftgate motor; and\nan\nelectrical\nsystem, wherein the\nelectrical\nsystem comprises:\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nat least one\nbattery\n;\nan alternator;\na relay start in\nelectrical\ncommunication with the engine;\na first capacitor bank; and\na second capacitor bank;\nwherein:\nthe first capacitor bank is configured to provide power to the relay start to\nstart\nthe engine such that the engine may be started regardless of a voltage\ncondition of the\nat least one\nbattery\n; and\nthe second capacitor bank and the at least one\nbattery\nare configured to\nprovide\npower to the\nelectrical\nliftgate motor.\n14. The delivery\nvehicle\nof claim 13, wherein:\nthe at least one\nbattery\ncomprises a fiist batteiy and a second batteiy,\nthe first capacitor bank and the second capacitor bank reside together within\na capacitor\nhousing;\neach of the first capacitor bank and the second capacitor bank comprises a\nplurality of\nultra-capacitor (UC) cells placed in series; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand supplies\npower, with the alternator, to the relay start to start the engine.\n15. The delivery\nvehicle\nof claim 14, wherein the\nelectrical\npower system\nfurther\ncomprises :\na diode connecting the first capacitor bank and the second capacitor bank; and\na DC/DC converter;\nwherein:\nthe first\nbattery\nand the second\nbattery\nreside in parallel with the second\ncapacitor bank, and together supply power to the\nelectrical\nliftgate motor;\nwhen a voltage of the first capacitor bank is less than a voltage of the\nsecond\ncapacitor bank, power is supplied by the first\nbattery\nand the second\nbattery\n,\nthrough\nthe diode, to re-charge the first capacitor bank.\n26\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n16. The delivery\nvehicle\nof claim 15, wherein when the first capacitor bank\nis fully charged,\nthe DC/DC converter transmits current from the first capacitor bank to the\nsecond capacitor bank\nto charge the second capacitor bank.\n17. The delivery\nvehicle\nof claim 15, wherein:\nthe capacitor housing has three terminals, comprising a first positive\nterminal, a second\npositive terminal, and a negative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n18. The delivery\nvehicle\nof clahn 17, wherein.\nthe second capacitor bank also provides power to a hotel load of the delivery\nvehicle\nthrough the second positive terminal.\n19. The delivery\nvehicle\nof claim 18, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n20. The delivery\nvehicle\nof claim 19, wherein:\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n27\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n21. A method for operating a liftgate, comprising:\nproviding a delivery\nvehicle\n, the delivery\nvehicle\nhaving an alternator, a\ncombustible\nengine, a first\nbattery\n, a capacitor module, and a liftgate; and\nsending a signal to operate the liftgate;\nwherein:\nthe capacitor module comprises a first capacitor bank and a second capacitor\nbank,\neach of the first capacitor bank and the second capacitor bank comprises a\nseries of\nultra-capacitor cells,\na diode connects the first capacitor bank and the second capacitor bank;\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\ncombustible engine.\n22. The method of claim 21, wherein:\nthe capacitor system further comprises a second\nbattery\n, with the second\nbattery\nalso\nresiding in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the capacitor module together reside\nwithin the\nengine compartment of the delivery\nvehicle\n; and\nthe liftgate motor is secured onto the cargo compartment at a rear of the\ndelivery\nvehicl\ne.\n23. The method of claim 22, wherein:\nan\nelectric\nmotor is associated with the liftgate; and\nsending a signal to operate the liftgate comprises sending an\nelectrical\nsignal from the\ncapacitor module to the\nelectric\nmotor to cause the liftgate to be raised or\nto be lowered.\n28\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n24. The method of claim 23, further comprising:\noperating the delivery\nvehicle\nfor a period of time to spin the alternator,\nthereby\ncharging the first bank of capacitors within the capacitor module.\n25. The method of claim 23, wherein:\nthe capacitor system further comprises an isolation switch residing between\nthe first\nbattery\nand the second capacitor bank, and a control button; and\nthe method further comprises pressing the control button, thereby closing the\nisolation\nswitch to send charge from the first\nbattery\nto the second capacitor bank.\n26. The method of claim 23, wherein:\nthe capacitor module comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n27. The method of claim 26, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n28. The method of claim 27, wherein:\nthe second capacitor bank is charged by the first and second\nbatteries\nthrough\nvoltage\nequalization; and\nwhen fully charged, the second capacitor bank contains enough energy to power\nthe\nliftgate motor for the lift gate through at least two operating cycles without\nthe first\nbattery\nor\nthe second\nbattery\n.\n29\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n29. The method of claim 27, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\ncapacitor\nmodule;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank.\n30. The method of claim 29, wherein when the first capacitor bank is fully\ncharged, the\nDC/DC converter transmits current from the first capacitor bank to the second\ncapacitor bank\nto charge the second capacitor bank.\n31. The method of claim 27, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal.\n32. The method of claim 27, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n33. The method of claim 32, wherein:\neach of the first capacitor bank and the second capacitor bank compri ses 6\nultra-\ncapacitors, providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n34. The method of claim 32, wherein:\nwhen a voltage of the first capacitor bank is less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\nCA 03184964 2023-1-4 | 63/209,861 | United States of America | 2021-06-11 | Il est décrit un module de puissance hybride. Le module de puissance est associé à un camion ayant une grille de levage. Le module de puissance comprend un supercondensateur comprenant une batterie de condensateurs, le supercondensateur étant en communication électrique avec un alternateur du camion. Le module de puissance comprend également une batterie, un commutateur, un convertisseur élévateur continu-continu et un câblage électrique. Le câblage électrique connecte la batterie de condensateurs et la première batterie au commutateur, et il connecte en outre le commutateur à un moteur pour la grille de levage. Le supercondensateur et la première batterie sont positionnés en parallèle, le supercondensateur et la première batterie se trouvant à proximité de la grille de levage. Le supercondensateur contient suffisamment d'énergie pour alimenter le moteur électrique pour la porte de levage par l'intermédiaire de cycles de fonctionnement sans la batterie, protégeant la porte de levage si la batterie devient faible. | True |
| 146 | Patent 2264412 Summary - Canadian Patents Database | CA 2264412 | NaN | POLYURETHANE/POLYUREA ELASTOMER COATED STEELBATTERYBOX FOR HYBRIDELECTRICVEHICLEAPPLICATIONS | BAC D'ACCUMULATEUR EN ACIER ENDUIT D'UN ELASTOMERE DE POLYURETHANNE/POLYUREE POUR DES APPLICATIONS RELIEES UN VEHICULE ELECTRIQUE HYBRIDE | NaN | SCHULER, NATHAN L., JENKS, JEFFREY D., LASECKI, MICHAEL P., DONLEY, HARL | 2007-04-24 | 1999-03-04 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | We Claim:\n1. A\nbattery\nbox for a mobile\nvehicle\nwith\nbatteries\nof a fixed height, and a\nchassis with frame\nrails, comprising:\n(a) a tray assembly for holding the\nbatteries\n;\n(b) a lid for installation onto said tray assembly to enclose the\nbatteries\n;\n(c) a means for attachment to a frame rail of the chassis; and\n(d) said tray assembly and said lid being coated with an elastomer with high\nelectrical\nresistance.\n2. The\nbattery\nbox of Claim 1, wherein:\n(a) said elastomer coating is a combination Polyurethane and Polyurea\nelastomer.\n3. The\nbattery\nbox of Claim 2, wherein:\n(a) said elastomer coating is from one sixteenth to one eighth of an inch\nthick.\n4. The\nbattery\nbox of Claim 3, wherein said tray assembly is comprised of:\n(a) a horizontal bottom shelf;\n(b) a vertical back side engaged to said bottom shelf;\n(c) a vertical forward face and a vertical rear face, each engaged to said\nbottom shelf\nand said back side;\n(d) a forward vent in said forward face and a rear vent in said rear face; and\n(e) said forward vent and said rear vent positioned at a height below the\nfixed height of\na\nbattery\non said bottom shelf.\n5. The\nbattery\nbox of Claim 4, wherein:\n(a) said bottom shelf of said tray assembly has drain holes.\n6. The\nbattery\nbox of Claim 5, wherein:\n(a) said forward vent and said rear vent each have vent covers; and\n(b) each said vent cover is comprised of two flaps, one flap directed downward\nand\ninward to the\nbatteries\nwithin said tray assembly and a second flap directed\ndownward\nand outward from the tray assembly.\n7. The\nbattery\nbox of Claim 6, additionally comprising:\n(a) hold down braces and hold down bolts to prevent the\nbatteries\nfrom moving\nwithin\nsaid tray assembly; and\n(b)\nbattery\nspacers for insertion between the\nbatteries\nand between said hold\ndown\nbraces and the\nbatteries\nto provide air flow channels between sets of the\nbatteries\n.\n8. The\nbattery\nbox of Claim 7, wherein said air flow channels are at least\n0.25 inches wide.\n5\n9. The\nbattery\nbox of Claim 8, additionally comprising:\n(a) a mounting location for a\nbattery\ncontrol board; and\n(b) a voltage sense line fuse block with fuses.\n10. The\nbattery\nbox of Claim 9, wherein said frame rail attachment means is\ncomprised of:\n(a) attachment plates engaged to a bottom surface of said bottom shelf of said\ntray\nassembly; and\n(b) said attachment plates are engageable to hangers on the frame rail of the\nvehicle\n.\n11. A mobile hybrid\nelectric\nvehicle\n, comprising:\n(a) a chassis with two frame rails;\n(b) hangers engaged to one of said frame rails;\n(c) an\nelectric\nmotor engaged to said chassis;\n(d)\nbatteries\nof a fixed height for providing\nelectric\npower to said motor;\nand\n(e) a\nbattery\nbox, comprising:\n(i) a tray assembly for holding said\nbatteries\n;\n(ii) a lid for installation onto said tray assembly to enclose said\nbatteries\n;\n(iii) said tray assembly and said lid being coated with an elastomer with high\nelectrical\nresistance;\n(iv) said tray assembly having a horizontal bottom shelf with a bottom\nsurface;\n(iv) attachment plates engaged to said bottom surface; and\n(v) said attachment plates engaged to said hangers on said frame rail.\n12. The hybrid\nelectric\nvehicle\nof Claim 11, wherein:\n(a) said elastomer coating is a combination Polyurethane and Polyurea\nelastomer.\n13. The hybrid\nelectric\nvehicle\nof Claim 12, wherein:\n(a) said elastomer coating is from one sixteenth to one eighth of an inch\nthick.\n14. The hybrid\nelectric\nvehicle\nof Claim 13, with said tray assembly\nadditionally comprising:\n(a) a vertical back side engaged to said bottom shelf;\n(b) a vertical forward face and a vertical rear face, each engaged to said\nbottom shelf\nand said back side;\n(c) a forward vent in said forward face and a rear vent in said rear face; and\n(d) said forward vent and said rear vent positioned at a height below said\nfixed height of\none of said\nbatteries\non said bottom shelf.\n15. The hybrid\nelectric\nvehicle\nof Claim 14, wherein:\n(a) said bottom shelf has drain holes.\n6\n16. The hybrid\nelectric\nvehicle\nof Claim 15, wherein:\n(a) said forward vent and said rear vent each have vent covers; and\n(b) each said vent cover is comprised of two flaps, one flap directed downward\nand\ninward to the\nbatteries\nwithin said tray assembly and a second flap directed\ndownward\nand outward from the tray assembly.\n17. The hybrid\nelectric\nvehicle\nof Claim 16, wherein:\n(a) hold down braces and hold down bolts to prevent said\nbatteries\nfrom moving\nwithin\nsaid tray assembly; and\n(b)\nbattery\nspacers for insertion between said\nbatteries\nand between said hold\ndown\nbraces and said\nbatteries\nto provide air flow channels between sets of the\nbatteries\n.\n18. The hybrid\nelectric\nvehicle\nof Claim 17, wherein said air flow channels\nbetween said sets of\nsaid\nbatteries\nare at least 0.25 inches wide.\n19. The hybrid\nelectric\nvehicle\nof Claim 18, wherein said\nbattery\nbox\nadditionally comprises:\n(a) a mounting location for a\nbattery\ncontrol board; and\n(b) a voltage sense line fuse,block with fuses.\n20. The hybrid\nelectric\nvehicle\nof Claim 13, wherein said lid is engaged to\nsaid tray assembly\nby security headed fasteners.\n7 | 09/041,362 | United States of America | 1998-03-09 | Un boîtier de batterie avec un couvercle et un ensemble de plateau pour des batteries d'un véhicule électrique hybride. Le couvercle et l'ensemble de plateau sont en acier avec un revêtement par pulvérisation interne et externe d'un élastomère ayant des propriétés de résistance électrique élevées. Les batteries sont montées dans l'ensemble de plateau et entourées par le couvercle. Le revêtement élastomère sur l'ensemble de plateau et le couvercle offre une surface intérieure et extérieure électriquement non conductrice en vue d'une sécurité de service accrue. Le matériau de base en acier de l'ensemble de plateau et du couvercle offre un blindage vis-à-vis des interférences électromagnétiques et des interférences radiofréquences associées à des hautes tensions nécessaires au fonctionnement des moteurs électriques dans les véhicules électriques hybrides. De plus, l'ensemble de plateau dispose d'évents conçus pour optimiser le refroidissement des batteries. | True |
| 147 | Patent 2593433 Summary - Canadian Patents Database | CA 2593433 | NaN | CHILDREN'S RIDE-ONVEHICLECHARGING ASSEMBLIES WITH BACK FEED PROTECTION | ENSEMBLES DE CHARGE POUR VEHICULES POUR ENFANTS AVEC PROTECTION ANTI-RETOUR | NaN | DROSENDAHL, STEVEN ROBERT, MICHALAK, STEPHEN J., REYNOLDS, JEFFREY W. | 2012-04-10 | 2006-02-01 | SMART & BIGGAR LLP | English | MATTEL, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, comprising:\na body having at least one seat sized for a child;\na plurality of wheels rotatably coupled to the body, wherein the\nplurality of wheels includes at least one driven wheel and at least one\nsteerable wheel;\na steering assembly comprising a steering mechanism adapted to\nreceive steering inputs from a child sitting on the at least one seat, and a\nsteering\nlinkage adapted to convey the steering inputs to the at least one steerable\nwheel;\na drive assembly adapted to selectively drive the rotation of the at least\none driven wheel, wherein the drive assembly comprises:\na motor assembly comprising at least one\nelectric\nmotor,\na speed control assembly, and\na\nbattery\nassembly adapted to selectively energize the motor\nassembly and including at least one rechargeable\nbattery\nand a charging\nconnection\nelectrically\nconnected to the at least one rechargeable\nbattery\n; and\na\nbattery\ncharging assembly, comprising:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the at least one\nbattery\n;\na charger cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection of the\nbattery\nassembly to\nestablish an\nelectrical\nconnection between the adapter body and the at least one\nbattery\n;\nand\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nassembly in the entirety of the charger cord, wherein the at\nleast one\nprotective element is enclosed within the charging connector housing.\n2. The\nvehicle\nassembly of claim 1, wherein the adapter body includes a\nrectifier to convert an AC source current to a DC charging current.\n-19-\n3. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in series.\n4. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in parallel.\n5. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element enclosed within the charging connector housing is a\nfirst\nprotective element, the\nbattery\ncharging assembly includes a protective\nelement\nhousing disposed on the charger cord intermediate the adapter body and the\ncharging\nconnector housing, and a second protective element is disposed within the\nprotective\nelement housing.\n6. The\nvehicle\nassembly of any one of claims 1-5, wherein the at least\none protective element comprises a fuse.\n7. The\nvehicle\nassembly of any one of claims 1-6, wherein the at least\none protective element comprises a circuit breaker.\n8. The\nvehicle\nassembly of any one of claims 1-7, wherein the at least\none protective element comprises a diode.\n9. The\nvehicle\nassembly of any one of claims 1-8, wherein the protective\nelement comprises a resettable fuse.\n10. The\nvehicle\nassembly of any one of claims 1-9, wherein the at least\none protective element comprises a PTC resistor.\n11. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nassembly from passing through the at least one protective element.\n-20-\n12. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current.\n13. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current for\nat\nleast a predetermined time period.\n14. The\nvehicle\nassembly of any one of claims 1-13, wherein the charging\nconnection comprises a socket configured to receive the charging connector\nhousing\ntherein.\n15. The\nvehicle\nassembly of claim 14, wherein the socket is keyed to\nreceive the charging connector housing such as to establish a suitable\npolarity\nbetween the charging assembly and the\nbattery\n.\n16. The\nvehicle\nassembly of any one of claims 1-15, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe charging connector housing includes a positive contact and a negative\ncontact;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts;\nthe at least one protective element disposed within the charging connector\nhousing is adapted to\nelectrically\ndisconnect at least one of the positive and\nnegative\nconductors from the respective one of the positive and negative contacts; and\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact is within the charging connector housing.\n-21-\n17. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\na charging probe comprising positive and negative contacts configured\nto directly engage the corresponding positive and negative contacts of the\ncharging\nconnection;\nan adapter body housing a transformer;\na charger cord\nelectrically\nconnecting the transformer to the positive\nand negative contacts of the charging probe, the charger cord extending from\nthe\nadapter body and terminating within the charging probe; and\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nin the entirety of the charger cord, wherein the at least one\nprotective\nelement is enclosed within the charging probe.\n18. The\nvehicle\nassembly of claim 17, wherein the at least one protective\nelement enclosed within the charging probe is a first protective element, and\na second\nprotective element is disposed on the charger cord intermediate the adapter\nbody and\nthe charging probe.\n19. The\nvehicle\nassembly of any one of claims 17-18, wherein the at least\none protective element is interposed into a conductor that is\nelectrically\nconnected to\nthe positive contact of the charging probe.\n20. The\nvehicle\nassembly of any one of claims 17-19, wherein the at least\none protective element comprises a resettable fuse.\n-22-\n21. The\nvehicle\nassembly of any one of claims 17-20, wherein the at least\none protective element comprises a PTC resistor.\n22. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nfrom\npassing through the at least one protective element.\n23. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current.\n24. The\nvehicle\nassembly of any one of claims 17-21, wherein the\nprotective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current for at least a\npredetermined time period.\n25. The\nvehicle\nassembly of any one of claims 17-24, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts of the charging probe;\nthe at least one protective element enclosed within the charging probe is\nadapted to\nelectrically\ndisconnect at least one of the positive and negative\nconductors\nfrom the respective one of the positive and negative contacts of the charging\nprobe;\nand\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact of the charging probe is within the charging probe.\n26. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\n-23-\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nrechargeable\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nrechargeable\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the rechargeable\nbattery\n;\na charge cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection to establish an\nelectrical\nconnection\nbetween the adapter body and the rechargeable\nbattery\n; and\na protective element configured to interrupt backflow current from the\nrechargeable\nbattery\nin the entirety of the charger cord if the backflow\ncurrent exceeds\na predetermined threshold current and to permit forward-flow current from the\nadapter body to the rechargeable\nbattery\nafter an event in which the backflow\ncurrent\nexceeds the predetermined threshold current, wherein the protective element is\nenclosed within the charging connector housing.\n-24- | 60/649,857 | United States of America | 2005-02-02 | L'invention concerne des ensembles de charge de batterie de voitures pour enfants, ainsi que des voitures pour enfants équipées desdits ensembles. Lesdits ensembles de charge peuvent comprendre un adaptateur de puissance adapté pour être électriquement connecté à une source de puissance, un câble de chargeur, et un connecteur de charge adapté pour être électriquement interconnecté avec la batterie rechargeable du véhicule. Les ensembles de charge de batterie comprennent également au moins un élément protecteur destiné à empêcher ou à réduire de manière significative le courant de retour de la batterie dans l'ensemble de charge de batterie. L'élément protecteur peut être situé dans la sonde de charge ou sur n'importe quel point du câble de chargeur de l'ensemble de charge de batterie. L'élément protecteur peut comprendre un dispositif de limitation ou d'interruption de courant adapté. Les exemples de ces dispositifs de limitation de courant comprennent, entre autres, un fusible, un disjoncteur, une diode anti-retour, et un fusible à réenclenchement, par exemple une résistance à coefficient thermique positif (résistance PTC). | True |
| 148 | Patent 3160166 Summary - Canadian Patents Database | CA 3160166 | NaN | ELECTRICVEHICLE(EV) EXTERNAL POWER PORT DEVICE, SYSTEM, ANDVEHICLEWITH POWER PORT DEVICE | DISPOSITIF A PORT D'ALIMENTATION EXTERNE DE VEHICULE ELECTRIQUE (EV), SYSTEME ET VEHICULE AVEC DISPOSITIF A PORT D'ALIMENTATION | NaN | STANFIELD, JAMES RICHARD, MOORE, BRUCE CLARK | NaN | 2020-11-02 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. A\nvehicle\npower port device for use with a\nvehicle\nhaving a rechargeable\nlithium\nion\nbattery\n, the device comprising:\none or more power ports installed in, on, or within the\nvehicle\n, the one or\nmore\npower ports configured to connect to and power an\nelectrical\ndevice or\nequipment\nlocated external to the\nvehicle\n; and\na power cable connecting the rechargeable lithium ion\nbattery\ndirectly, or\nindirectly, to the one or more power ports.\n2. The device according to claim 1, further comprising one or more power\npanels,\nwherein the one or more power ports is installed on the one or more power\npanels.\n3. The device according to claim 2, further comprising one or more\nhousings,\nwherein the one or more power panels is installed within the one or more\nhousings.\n4. The device according to claim 1, wherein the one or more power ports is\nmultiple\npower ports installed at different locations on the\nvehicle\n.\n5. The device according to claim 1, wherein the one or more power ports is\nconfigured to connect to an external EV charger for internally charging the\nrechargeable\nlithium ion\nbattery\n.\n6. The device according to claim 3, wherein the one or more housings\ncomprises a\nsliding access door or a hinged access door.\n7. The device according to claim 6, wherein the access door is provided\nwith a latch\nfor securing the access door in a closed position.\n8. The device according to claim 1, wherein the\nvehicle\nis an\nelectric\nvehicle\n(EV).\n9. The device according to claim 1, wherein the rechargeable lithium ion\nbattery\nis\nconfigured for powering a drive of the\nvehicle\n.\n10. A\nvehicle\npower port system for use with a\nvehicle\n, the system\ncomprising:\na rechargeable lithium ion\nbattery\n;\none or rnore power ports installed in, on, or within the\nvehicle\n, the power\nport\nconfigured to connect to and power an\nelectrical\ndevice or equipment located\nexternal to\nthe\nvehicle\n; and\na power cable connecting the rechargeable lithium ion\nbattery\ndirectly, or\nindirectly, to the one or more power ports.\n11. The system according to claim 10, wherein the system comprises multiple\npower\nports installed at different locations on the\nvehicle\n.\n21\n12. The device according to claim 10, further comprising a DC to DC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n13. The device according to claim 10, further comprising a DC to AC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n14. The device according to claim 12, further comprising a DC to AC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n15. The device according to claim 10, further comprising a control module\nfor\ncontrolling power supplied by the rechargeable lithium ion\nbattery\nto the one\nor more\npower ports.\n16. The device according to claim 10, wherein the\nvehicle\nis an\nelectric\nvehicle\n(EV).\n17. A\nvehicle\n, comprising:\na body; '\na drive connected to or associated with the body;\na rechargeable lithium ion\nbattery\n; and\none or more power ports\nelectrically\nconnected to the rechargeable lithium ion\nbattery\n, the one or more power ports configured to connect to and power an\nelectrical\ndevice or equipment located external to the\nvehicle\n. =\n22\n18. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\nelectrical\ndrive motors connected to the rechargeable lithium ion\nbattery\n.\n19. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\nelectrical\ndrive motors connected to the rechargeable lithium ion\nbattery\nand\none or\nmore internal combustion engines.\n20. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\ninternal combustion engines.\n23 | 62/930,672 | United States of America | 2019-11-05 | L'invention concerne un dispositif à port d'alimentation de véhicule destiné à être utilisé avec un véhicule ayant une batterie au lithium-ion rechargeable, le dispositif comprenant un ou plusieurs ports d'alimentation installés dans, sur, ou à l'intérieur du véhicule, l'au moins un port d'alimentation étant configuré de façon à se connecter à un dispositif ou à un équipement électrique situé à l'extérieur du véhicule et à alimenter en énergie un dispositif ou un équipement électrique situé à l'extérieur du véhicule et un câble d'alimentation connectant directement la batterie au lithium-ion rechargeable, ou indirectement, à l'un ou plusieurs ports d'alimentation. | True |
| 149 | Patent 2897708 Summary - Canadian Patents Database | CA 2897708 | NaN | FAST CHARGING HIGH ENERGY STORAGE CAPACITOR SYSTEM JUMP STARTER | ACCELERATEUR POUR SYSTEME DE CONDENSATEUR DE STOCKAGE DE HAUTE ENERGIE A CHARGEMENT RAPIDE | NaN | INSKEEP, MATHEW | 2020-07-14 | 2015-07-20 | AIRD & MCBURNEY LP | English | VECTOR PRODUCTS, INC. | CLAIMS:\nWhat is claimed is:\n1. A system for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat has\nbeen depleted to an energy level where the\nbattery\nis unusable for an intended\npurpose but still having an amount of reserve energy, the reserve energy of\nthe dead\nbattery\nbeing at a specific direct current (DC) voltage potential level, said\nsystem\ncomprising:\na boost or step up converter circuit adapted for\nelectrical\ncommunication with\nthe dead\nbattery\nand capable of extracting the reserve energy from the dead\nbattery\nand boosting a DC voltage potential for the extracted reserve energy to a\nhigher\nlevel than the specific DC voltage potential level;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nboost\nor step up converter circuit; and\na single cell or capacitor bank in\nelectrical\ncommunication with an output of\nthe current limiter circuit, said single cell or capacitor bank adapted for\nelectrical\ncommunication to an\nelectrical\nload device and when the single cell or\ncapacitor\nbank is charged the single cell or capacitor bank is capable and available for\ndelivering energy to the load device;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe\nsingle cell or capacitor bank from the extracted reserve energy and regulates\na\ncharging time for the single cell or capacitor bank using the reserve energy\nextracted\nfrom the dead\nbattery\n.\n2. The system for aiding of claim 1 wherein the boost or step up converter\nincluding\na high frequency pulse width modulator.\n3. The system for aiding of claim 1 further comprising a high power switch in\nelectrical\ncommunication with an output line of the single cell or capacitor\nbank,\nwherein the charged single cell or capacitor bank is permitted to deliver\nenergy to the\nload device when the switch is closed.\nPage 8\n4. The system for aiding of claim 1 wherein the load device is the dead\nbattery\nthat\nthe reserve energy level was originally extracted from.\n5. The system for aiding of claim 1 wherein the boost or step up converter\ncircuit in\nelectrical\ncommunication with the dead\nbattery\nthrough a pair of transmission\nlines.\n6. The system for aiding of claim 1 wherein the boost or step up converter\ncircuit in\nelectrical\ncommunication with the dead\nbattery\nthrough a pair of transmission\nlines\nand a pair of clamps, a first of the pair of clamps connected to a first of\nthe pair of\ntransmission lines and a second of the pair of clamps connected to a second of\nthe\npair of transmission lines.\n7. The system for aiding of claim 1 wherein the boost or step up converter\ncircuit in\nelectrical\ncommunication with the dead\nbattery\nthrough a pair of transmission\nlines\nand a DC plug connected to the pair of transmission lines.\n8. The system for aiding of claim 1 further comprising an integrated\nbattery\nin\nelectrical\ncommunication with the boost or step up converter circuit and a\ncharging\ncircuit for charging the integrated\nbattery\n.\n9. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat has\nbeen depleted to an energy level where the\nbattery\nis unusable for an intended\npurpose but still having an amount of reserve energy, the reserve energy of\nthe dead\nbattery\nbeing at a specific direct current (DC) voltage potential level, said\nmethod\ncomprising the steps of:\n(a) extracting at least a portion of the reserve energy from a\nbattery\n;\n(b) boosting or stepping up the specific DC voltage potential level of the\nextracted reserve energy to a higher DC voltage potential level than the\nspecific DC\nvoltage potential level; and\n(c) charging a single cell or capacitor bank using the extracted reserve\nenergy\nboosted or stepped up to the higher DC voltage potential.\nPage 9\n10. The method for aiding of claim 9 further comprising the step of delivering\nelectrical\nenergy stored in the charged single cell or capacitor bank to a\nload device\nto assist the load device in being used for an intended purpose of the load\ndevice.\n11. The method for aiding of claim 9 wherein the intended purpose of the\nbattery\nis\nfor turning over an engine of a motor\nvehicle\n.\n12. The method for aiding of claim 9 further comprising the step of directly\nor\nindirectly connecting a boost or step up converter circuit to the\nbattery\nfor\nperforming\nstep (a) and step (b).\n13. The method for aiding of claim 9 further comprising the step of regulating\nthe\ntiming of using the extracted reserve energy when charging the single cell or\ncapacitor bank in step (c).\n14. The method for aiding of claim 9 further comprising the step of\nrestricting an\namount of current that is provided when charging the single cell or capacitor\nbank in\nstep (c).\n15. The method for aiding of claim 9 further comprising the steps of\nregulating the\ntiming of using the extracted reserve energy and restricting an amount of\ncurrent that\nis provided by a current limiter circuit when charging the single cell or\ncapacitor bank\nin step (c).\n16. The method for aiding of claim 10 further comprising the step of closing a\nhigh\npower switch in\nelectrical\ncommunication with an output line of the single\ncell or\ncapacitor bank prior to delivering\nelectrical\nenergy to the load device from\nthe\nelectrical\nenergy stored by the single cell or capacitor bank.\n17. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose but still having an amount of reserve energy, the reserve energy of\nthe dead\nPage 10\nbattery\nbeing at a specific direct current (DC) voltage potential level, said\nmethod\ncomprising the steps of:\n(a) extracting at least a portion of the reserve energy from a\nbattery\n;\n(b) boosting or stepping up the specific DC voltage potential level of the\nextracted reserve energy to a higher DC voltage potential level than the\nspecific DC\nvoltage potential level by a boost or step up converter circuit directly or\nindirectly\nelectrically\nconnected to the\nbattery\n;\n(c) regulating the timing of supplying the boosted or stepped up reserve\nenergy and restricting an amount of current that is provided to a single cell\nor\ncapacitor bank by a current limiter circuit in\nelectrical\ncommunication with\nthe single\ncell or capacitor bank;\n(d) charging a single cell or capacitor bank using the extracted reserve\nenergy\nsupplied by the current limiter circuit;\n(e) closing a high power switch in\nelectrical\ncommunication with an output\nline\nof the single cell or capacitor bank in order to provide\nelectrical\ncommunication\nbetween the single cell or capacitor bank and a load device; and\n(f) delivering\nelectrical\nenergy stored in the charged single cell or\ncapacitor\nbank to a load device to assist the load device in being used for an intended\npurpose\nof the load device.\n18. The method for aiding of claim 17 wherein the load device is the\nbattery\nthat the\nreserve energy was extracted from in step (a).\n19. The method for aiding of claim 18 wherein the intended purpose of the\nbattery\nis\nfor turning over an engine of a motor\nvehicle\n.\n20. A system for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended\npurpose of starting the\nvehicle\non its own, said system comprising:\na boost or step up circuit adapted for\nelectrical\ncommunication with an\nexternal energy source originating outside of the system and capable of\nextracting\nPage 11\nenergy from the external energy source and boosting a voltage potential for\nthe\nextracted energy to a higher level than a specific voltage potential level of\nthe\nexternal energy source;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nboost\nor step up circuit for controlling an amount of energy demand from the\nexternal\nenergy source; and\nan integrated single supercapacitor or supercapacitor bank in\nelectrical\ncommunication with an output of the current limiter circuit, said single\nsupercapacitor\nor supercapacitor bank adapted for\nelectrical\ncommunication to an external\nelectrical\nload device and when the single supercapacitor or supercapacitor bank is\ncharged\nthe single supercapacitor or supercapacitor bank is capable and available for\ndelivering all of its stored energy to the external load device such that the\ndelivered\nstored energy that aids in starting the motor\nvehicle\nhaving the depleted\nvehicle\nbattery\nis generated directly from the single supercapacitor or supercapacitor\nbank;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe\nsingle supercapacitor or supercapacitor bank for charging the single\nsupercapacitor\nor supercapacitor bank with the energy extracted from the external energy\nsource\nand regulates a charging time for the single supercapacitor or supercapacitor\nbank\nwith the energy extracted from the external energy source.\n21. The system for aiding of claim 20 wherein the boost or step up circuit\nincludes a\nhigh frequency pulse width modulator.\n22. The system for aiding of claim 20 further comprising a high power switch\nin\nelectrical\ncommunication with an output line of the single supercapacitor or\nsupercapacitor bank, wherein the charged single supercapacitor or\nsupercapacitor\nbank is permitted to deliver all of its energy to the external load device\nwithout\nreservation to the single supercapacitor or supercapacitor bank when the\nswitch is\nclosed.\n23. The system for aiding of claim 20 wherein the external load device is the\nvehicle\nbattery\n.\nPage 12\n24. The system for aiding of claim 20 wherein the boost or step up circuit is\nin\nelectrical\ncommunication with the external energy source through a pair of\ntransmission lines.\n25. The system for aiding of claim 20 wherein the boost or step up circuit is\nin\nelectrical\ncommunication with the external energy source through a pair of\ntransmission lines and a pair of clamps, a first of the pair of clamps\nconnected to a\nfirst of the pair of transmission lines and a second of the pair of clamps\nconnected to\na second of the pair of transmission lines.\n26. The system for aiding of claim 20 wherein the boost or step up circuit is\nin\nelectrical\ncommunication with the external energy source through a pair of\ntransmission lines and a direct current (DC) plug connected to the pair of\ntransmission lines.\n27. The system for aiding of claim 20 wherein the boost or step up circuit\nfurther\ncomprising a converter component for converting alternating current (AC)\nvoltage to\nDC voltage where the external energy source is an AC energy source such that\nthe\nhigher level of voltage potential is a DC voltage potential.\n28. The system for aiding of claim 20 wherein the single supercapacitor or\nsupercapacitor bank is a supercapacitor bank.\n29. The system for aiding of claim 28 wherein the supercapacitor bank is a 58\nmicrofaarad bank capable of generating about 250 to 300 cranking current in\nabout 1\nto 2 seconds.\n30. The system for aiding of claim 20 wherein the single supercapacitor or\nsupercapacitor bank is adapted to be coupled in parallel to the external load\ndevice.\n31. The system of claim 20 wherein the boost or step up circuit is adapted to\nextract\nenergy form both external AC voltage sources and external DC voltage sources\nPage 13\noriginating outside of the system.\n32. A system for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended\npurpose of starting the\nvehicle\non its own, said system comprising:\na boost or step up circuit adapted for\nelectrical\ncommunication with an energy\nsource and capable of extracting energy from the energy source and boosting a\nvoltage potential for the extracted energy to a higher level than a specific\nvoltage\npotential level of the energy source;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nboost\nor step up circuit; and\na single cell or capacitor bank in\nelectrical\ncommunication with an output of\nthe current limiter circuit, the single cell or capacitor bank adapted for\nelectrical\ncommunication to an\nelectrical\nload device and when the single cell or\ncapacitor\nbank is charged the single cell or capacitor bank is capable and available for\ndelivering energy to the load device;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe\nsingle cell or capacitor bank from the energy extracted from the energy source\nand\nregulates a charging time for the single cell or capacitor bank using the\nenergy\nextracted from the energy source;\nand wherein the energy source is an integrated\nbattery\nin\nelectrical\ncommunication with the boost or step up circuit and a charging circuit for\ncharging\nthe integrated\nbattery\n.\n33. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an external outside energy\nsource originating external to the motor\nvehicle\n;\nPage 14\n(b) boosting or stepping up the specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel of\nthe external energy source; and\n(c) charging a single supercapacitor or supercapacitor bank using the\nextracted energy boosted or stepped up to the higher voltage potential.\n34. The method for aiding of claim 33 further comprising the step of virtually\ninstantaneously delivering\nelectrical\nall of the energy stored in the charged\nsingle\nsupercapacitor or supercapacitor bank to an external load device to assist the\nexternal load device in being used for an intended purpose of the external\nload\ndevice.\n35. The method for aiding of claim 34 further comprising the step of coupling\nthe\nsingle supercapacitor or supercapacitor bank in parallel to the external load\ndevice\nprior to delivering the stored energy to the external load device.\n36. The method for aiding of claim 33 wherein the intended purpose of the\nvehicle\nbattery\nis for turning over an engine of a motor\nvehicle\n.\n37. The method for aiding of claim 33 further comprising the step of directly\nor\nindirectly connecting a boost or step up circuit to the external energy source\nfor\nperforming step (a) and step (b).\n38. The method for aiding of claim 33 further comprising the step of\nregulating the\ntiming of using the extracted energy when charging the single supercapacitor\nor\nsupercapacitor bank in step (c).\n39. The method for aiding of claim 33 further comprising the step of\nrestricting an\namount of current that is provided when charging the single supercapacitor or\nsupercapacitor bank in step (c).\n40. The method for aiding of claim 33 further comprising the steps of\nregulating the\ntiming of using the extracted energy and restricting an amount of current that\nis\nPage 15\nprovided by a current limiter circuit when charging the single supercapacitor\nor\nsupercapacitor bank in step (c).\n41. The method for aiding of claim 33 further comprising the step of closing a\nhigh\npower switch in\nelectrical\ncommunication with an output line of the single\nsupercapacitor or supercapacitor bank prior to delivering\nelectrical\nenergy to\nthe\nexternal load device from the\nelectrical\nenergy stored by the single\nsupercapacitor or\nsupercapacitor bank.\n42. The method for aiding of claim 33 further comprising the step of\ncontrolling an\namount of energy demand from the external energy source by a current limiter\ncircuit\nin communication with the boost or step up circuit.\n43. The method for aiding of claim 33 further comprising the step of\nconverting\nextracted alternating current (AC) voltage to direct current (DC) voltage\nwhere the\nexternal energy source is an AC energy source such that the higher level of\nvoltage\npotential is a DC voltage potential.\n44. The method for aiding of claim 33 wherein the single supercapacitor or\nsupercapacitor bank is a supercapacitor bank.\n45. The method for aiding of claim 44 wherein the supercapacitor bank is a 58\nmicrofaarad bank capable of generating about 250 to 300 cranking current in\nabout 1\nto 2 seconds.\n46. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an external energy source\nthat\nis external to the motor\nvehicle\nby a boost or step up circuit;\n(b) controlling an amount of energy demanded from the external energy\nsource by a current limiter circuit in communication with the boost or step up\ncircuit;\nPage 16\n(c) boosting or stepping up a specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel by\nthe boost or step up circuit, the boost or step up circuit directly or\nindirectly\nelectrically\nconnected to the external energy source;\n(d) regulating the timing of supplying the boosted or stepped up extracted\nenergy and restricting an amount of current that is provided to a single\nsupercapacitor or supercapacitor bank by the current limiter circuit in\nelectrical\ncommunication with the single supercapacitor or supercapacitor bank;\n(e) charging a single supercapacitor or supercapacitor bank using the\nextracted energy supplied by the current limiter circuit;\n(f) closing a high power switch in\nelectrical\ncommunication with an output\nline\nof the single supercapacitor or supercapacitor bank in order to provide\nelectrical\ncommunication between the single supercapacitor or supercapacitor bank and an\nexternal load device; and\n(g) virtually instantaneously delivering all of the\nelectrical\nenergy stored\nin the\ncharged single supercapacitor or supercapacitor bank to the external load\ndevice to\nassist the external load device in being used for an intended purpose of the\nload\ndevice.\n47. The method for aiding of claim 46 wherein the external load device is the\nvehicle\nbattery\n.\n48. The method for aiding of claim 46 wherein the intended purpose of the\nvehicle\nbattery\nis for turning over an engine of a motor\nvehicle\n.\n49. The method for aiding of claim 46 further comprising the step of\nconverting\nextracted alternating current (AC) voltage to direct current (DC) voltage\nwhere the\nexternal energy source is an AC energy source such that the higher level of\nvoltage\npotential is a DC voltage potential.\n50. The method for aiding of claim 46 wherein the single supercapacitor or\nsupercapacitor bank is a supercapacitor bank.\nPage 17\n51. The method for aiding of claim 50 wherein the supercapacitor bank is a 58\nmicrofaarad bank capable of generating about 250 to 300 cranking current in\nabout 1\nto 2 seconds.\n52. The method for aiding of claim 46 further comprising the step of coupling\nthe\nsingle supercapacitor or supercapacitor bank in parallel to the external load\ndevice\nprior to delivering the stored energy to the external load device between step\n(e) and\nstep (f).\n53. The method for aiding of claim 46 wherein the boost or step up circuit,\nthe single\nsupercapacitor and the current limiter circuit are provided as an integrated\nsystem.\n54. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an integrated\nbattery\n;\n(b) boosting or stepping up a specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel of\nthe integrated\nbattery\n; and\n(c) charging a single supercapacitor or supercapacitor bank using the\nextracted energy boosted or stepped up to the higher voltage potential.\n55. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an integrated\nbattery\nthat is\nexternal to the motor\nvehicle\nby a boost or step up circuit;\n(b) controlling an amount of energy demanded from the integrated\nbattery\nby\na current limiter circuit in communication with the boost or step up circuit;\nPage 18\n(c) boosting or stepping up a specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel by\nthe boost or step up circuit, the boost or step up circuit directly or\nindirectly\nelectrically\nconnected to the integrated\nbattery\n;\n(d) regulating the timing of supplying the boosted or stepped up extracted\nenergy and restricting an amount of current that is provided to a single cell\nor\ncapacitor bank by the current limiter circuit in\nelectrical\ncommunication with\nthe\nsingle cell or capacitor bank;\n(e) charging a single cell or capacitor bank using the extracted energy\nsupplied by the current limiter circuit;\n(f) closing a high power switch in\nelectrical\ncommunication with an output\nline\nof the single cell or capacitor bank in order to provide\nelectrical\ncommunication\nbetween the single cell or capacitor bank and an external load device; and\n(g) virtually instantaneously delivering all of the\nelectrical\nenergy stored\nin the\ncharged single cell or capacitor bank to the external load device.\nPage 19 | 14/509111 | United States of America | 2014-10-08 | Un accélérateur pour système de condensateur de stockage de haute énergie à changement rapide est décrit. Laccélérateur comprend un procédé dutilisation dénergie de réserve provenant dun système électrique appauvri comme une batterie dautomobile, combiné à une batterie de condensateurs de haute énergie pour permettre une manière rapide et efficace faire démarrer provisoirement un véhicule. | True |
| 150 | Patent 2784374 Summary - Canadian Patents Database | CA 2784374 | NaN | ELECTRICALUNIT CONTAINING STRUCTURE FOR SADDLE TYPEELECTRICVEHICLE | DISPOSITIF ELECTRIQUE CONTENANT UNE STRUCTURE POUR VEHICULE ELECTRIQUE A SELLE | NaN | ISHKAWA, JUN, NAKAZAWA, TAKEO, NISHIMORI, HIROYUKI | 2014-08-26 | 2012-07-31 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | -20-\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\nhaving\na driving motor disposed under a rear portion of a frame extending toward a\nvehicle\nrear side from a head pipe, and a\nbattery\ndisposed between the frame and the\ndriving motor,\nwherein a\nbattery\nholder in which to contain the\nbattery\nis provided above the\ndriving motor and below the frame;\nthe\nbattery\nholder includes a holder body portion in which the\nbattery\nis\ncontained and held, a plate member which is detachable from the holder body\nportion to a\nvehicle\nlateral side and by which lateral movement of the\nbattery\nis\nrestrained, and a terminal part which is provided at a rear part of the holder\nbody\nportion and is used for connection for power supply from the\nbattery\nto the\ndriving\nmotor;\nthe\nbattery\nand the terminal part are in a fitting structure wherein the\nbattery\nand the terminal part are detachably connected to each other;\na controller fixing part by which a controller for control of power supply\nbetween the\nbattery\nand the driving motor is fixed is provided at a lower\nportion of\nthe holder body portion; and\nthe controller fixing part is disposed forwardly of the driving motor and\nbelow\nthe\nbattery\n.\n2. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 1, wherein the\nbattery\nholder is comprised of a lattice-\nlike frame\nbody.\n-21-\n3. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 2, wherein the frame body constituting the\nbattery\nholder\nis\nprovided with a holding plate for mounting\nelectrical\nunits.\n4. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 1, wherein an accelerator position sensor is provided on\nthe frame\non an upper side of the\nbattery\nholder.\n5. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 4, wherein an\nelectrical\nunit case which is modeled after a\nfuel\ntank and which covers the accelerator position sensor is provided on the frame\non an\nupper side of the\nbattery\nholder.\n6. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 1, wherein a main switch is provided at a position which is\non a\nlower rear side of the head pipe, under the frame and forwardly of the\nbattery\nholder.\n7. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 6,\nwherein a side cowl is provided to cover at least a part of left and right\nside\nsurfaces of the\nelectrical\nunit case, and\nthe side cowl covers at least a part of the main switch from a lateral side. | 2011-171003 | Japan | 2011-08-04 | L'invention se rapporte à une unité électrique contenant une structure pour un véhicule électrique à selle qui permet un détachement facile de la batterie et raccourcit autant que possible la ligne d'alimentation du moteur. La barre de retenue de batterie destinée à contenir la batterie est fournie au-dessus du corps du moteur et sous le cadre principal. La barre de retenue de batterie comprend le corps de la barre de retenue, un élément de plaque détachable du corps de la barre de retenue du côté latéral du véhicule qui empêche le mouvement latéral de la batterie, et une partie terminale située à l'arrière de la barre de retenue de batterie et qui est utilisée pour brancher l'alimentation de la batterie 38 au corps du moteur. La batterie et la partie terminale sont réunies dans un assemblage dont elles peuvent se détacher l'une et l'autre. Un contrôleur, qui fixe la partie 76 à côté de laquelle un contrôleur gérant l'alimentation entre la batterie et le moteur est fixé, est fourni dans la partie inférieure du corps de la barre de retenue. | True |
| 151 | Patent 2781346 Summary - Canadian Patents Database | CA 2781346 | NaN | SYSTEM FOR AUTO-EXCHANGING OFELECTRICVEHICLEBATTERY | SYSTEME D'ECHANGE AUTOMATIQUE DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | YU, CHI-MAN | 2015-12-01 | 2012-06-22 | BRION RAFFOUL | English | MOTEX PRODUCTS CO., LTD., KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION, INDUSTRY-UNIVERSITY COOPERATION FOUNDATION OF KOREA AEROSPACE UNIVERSITY | 23\nWhat is claimed is:\n1. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na horizontal frame of a predetermined area formed at a\nlocation higher than the\nelectric\nvehicle\n;\na plurality of\nbattery\nstands formed on a bottom surface of\nthe horizontal frame at a predetermined interval;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides of the horizontal frame,\nrespectively;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and a grasping means installed on a lower end of the\nmovable rail and adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\nbattery\nseated on the\nbattery\nstand and exchange\neach other.\n2. The system as claimed in claim 1, wherein, when there are n\nbattery\nstands, at least (n-1) discharged\nbatteries\nor fully-\ncharged\nbatteries\nare seated on the\nbattery\nstands.\n24\n3. The system as claimed in claim 1, further comprising:\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess.\n4. The system as claimed in claim 3, wherein the image sensing\ndevice comprises:\na CCD camera adapted to take images to determine whether the\nbattery\nmounting recess is in a movement area of the movable\nrail or not when the\nelectric\nvehicle\nstopped;\nan image information processing unit adapted to receive an\nimage signal from the CCD camera and process the image signal;\na memory unit adapted to store a reference value for position\ncorrection of the movable rail; and\n25\na calculation unit adapted to calculate a position correction\nvalue based on the reference value stored in the memory unit and\na stop position of the\nelectric\nvehicle\ndetected by the image\ninformation processing unit, and\nthe control unit is adapted to apply an operating signal to\nthe driving means, based on the position correction value\ncalculated by the calculation unit, so as to drive positions of\nthe variable guide rail and the movable rail from absolution\npositions to corrected positions.\n5. The system as claimed in claim 4, wherein at least two CCD\ncameras are positioned diagonally to minimize errors occurring\nduring image recognition by the image recognition device.\n6. The system as claimed in claim 3, wherein each\nbattery\nstand is supplied with\nelectricity\nto charge a discharged\nbattery\n.\n7. The system as claimed in claim 6, wherein the control unit\nis circuit-connected to respective\nbattery\nstands and adapted to\ndetermine whether a\nbattery\nis seated or not, determine whether\nrespective\nbatteries\nseated on the\nbattery\nstands are fully\ncharged or not, and control the driving means of the movable\nrail and the variable guide rail so that a discharged\nbattery\n26\npicked up from the\nelectric\nvehicle\nis transferred to an empty\nbattery\nstand and a fully-charged\nbattery\nis solely transferred\nto the\nelectric\nvehicle\n.\n8. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na loader formed at a location higher than the\nelectric\nvehicle\n, the loader having loading space units of multiple tiers\nand multiple columns;\nbattery\nstands arranged on respective loading space units of\nthe loader and adapted to move horizontally to a loading space\nunit of a different column;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides, respectively, with\nregard to an upper portion of the loader and the upper portion\nof the\nelectric\nvehicle\n;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and\na grasping means installed on a lower end of the movable rail\nand adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\n27\nbattery\ntransferred to the upper portion of the loader and\nexchange each other.\n9. The system as claimed in claim 8, wherein the loader has\nloading space units of multiple tiers and three columns, the\nloading space units of the center column have upward/downward\nopenings so that a lifting/lowering rod ascends/descends\nupwards/downwards through the openings, and\nbattery\nstands\nloaded with fully-charged\nbatteries\nare arranged on the loading\nspace units of the left and right columns, which are positioned\non both sides of the loading space units of the center column,\nand adapted to slide horizontally.\n10. The system as claimed in claim 9, wherein through-holes are\nformed on the\nbattery\nstands so that the lifting/lowering rod\ncan pass.\n11. The system as claimed in claim 9, wherein a receiving space\nunit is formed near a lowest one of the loading space units of\nthe left or right column so that a\nbattery\nstand loaded with a\nfully-charged\nbattery\nor a discharged\nbattery\nis received in a\nloading space unit of the loader.\n12. The system as claimed in claim 8, further comprising:\n28\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess. | NaN | NaN | NaN | Linvention concerne un système permettant lautoéchange dune batterie de véhicule électrique. Le système comprend ceci : un cadre horizontal dune superficie prédéterminée formé à un emplacement plus élevé que le véhicule électrique; plusieurs plates-formes pour batteries formées sur une surface de fond du cadre horizontal à un intervalle prédéterminé; une paire de rails-guides fixes disposés sur les côtés avant et arrière ou sur les côtés gauche et droit du cadre horizontal, respectivement; un rail-guide variable adapté pour se déplacer à lhorizontale le long de laxe de X et de laxe des Y, le long des rails-guides fixes; un rail mobile adapté pour se déplacer à lhorizontale le long de laxe des Y ou de laxe des X, le long du rail-guide variable et pour monter ou descendre à la verticale; et un élément de prise installé sur une extrémité inférieure du rail mobile et adapté pour ramasser une batterie du véhicule électrique ou une batterie sise sur la plate-forme pour batterie et les échanger entre elles. | True |
| 152 | Patent 3040010 Summary - Canadian Patents Database | CA 3040010 | NaN | VEHICLEHAVING ANELECTRICALLYOPERATED DRIVE MOTOR | DISPOSITIF DE VERROUILLAGE DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | HEINEMANN, STEFAN | NaN | 2017-09-26 | GOWLING WLG (CANADA) LLP | English | ABUS AUGUST BREMICKER SOHNE KG | 10\nClaims\n1. A\nvehicle\nhaving an\nelectrically\noperated drive motor (10), having a\nbattery\n(18) for the energy supply of the drive motor (10) that is secured in a\nbattery\ncompartment (20) of the\nvehicle\nby an\nelectrically\nunlockable\nbattery\nlock (24) and that can be removed from the\nbattery\ncompartment\n(20) after unlocking the\nbattery\nlock (24), and having a control unit for the\nbattery\nlock (24).\n2. A\nvehicle\nin accordance with claim 1,\ncharacterized in that\nthe\nbattery\nlock (24) locks automatically after the insertion of the\nbattery\n(18) into the\nbattery\ncompartment (20).\n3. A\nvehicle\nin accordance with claim 1 or claim 2,\ncharacterized in that\nthe control unit is integrated into a motor control for the drive motor (10).\n4. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe control unit is implemented in an onboard computer (12) that is\nattached to the\nvehicle\nin a manner removable by a user.\n5. A\nvehicle\nin accordance with claim 4,\ncharacterized in that\nthe onboard computer (12) has an input means actuable by a user to\nunlock the\nbattery\nlock (24).\n6. A\nvehicle\nin accordance with claim 1 or claim 2,\n11\ncharacterized in that\nthe control unit is integrated into the\nbattery\nlock (24).\n7. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe\nbattery\nlock (24) has an operating element that is actuable by a user,\nin particular manually, for unlocking the\nbattery\nlock (24).\n8. A\nvehicle\nin accordance with claim 7,\ncharacterized in that\nthe control unit only permits an unlocking of the\nbattery\nlock (24) by means\nof the operating element as long as an onboard computer (12) is attached\nto the\nvehicle\n.\n9. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe\nvehicle\nhas an\nelectrically\nlockable frame lock (16) that is\nelectrically\nlockable by removing an onboard computer (12) from the\nvehicle\n.\n10. A\nvehicle\nin accordance with claim 9,\ncharacterized in that\nthe control unit only permits an unlocking of the\nbattery\nlock (24) when the\nframe lock (16) is locked.\n11. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe control unit blocks an unlocking of the\nbattery\nlock (24) as long as the\nvehicle\nis in motion.\n12. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\n12\nan onboard computer (12) receives data from a motion sensor, positional\nsensor, speed sensor and/or pedaling frequency sensor of the\nvehicle\n,\ndetermines whether the\nvehicle\nis in motion from these data, and transmits\na signal indicating the movement state of the\nvehicle\nto the control unit.\n13. A\nvehicle\nin accordance with at least one of the preceding claims,\ncharacterized in that\nthe\nbattery\nlock (24) comprises a latch that locks the\nbattery\n(18) received\nin the\nbattery\ncompartment (20) in a locked position and that can be\nbrought by an\nelectric\ndrive into an unlocked position in which the latch\nreleases the\nbattery\n(18) received in the\nbattery\ncompartment (20).\n14. A\nvehicle\nin accordance with claim 13,\ncharacterized in that\nthe latch is preloaded into its locked position by a spring.\n15. A\nvehicle\nin accordance with claim 13 or claim 14,\ncharacterized in that\nthe\nbattery\nlock (24) is arranged at the frame side and the latch engages in\nits locked position into a latch receiver of the\nbattery\n(18) received in the\nbattery\ncompartment (20); or\nin that the\nbattery\nlock (24) is arranged at the\nbattery\nside and the latch\nengages in its locked position into a latch receiver formed at the frame\nside with a\nbattery\n(18) received in the\nbattery\ncompartment (20).\n16. A\nvehicle\nin accordance with claim 13 or claim 14,\ncharacterized in that\nthe latch in its locked position blocks a lever by which the\nbattery\n(18) can\nbe levered out of the\nbattery\ncompartment (20).\n17. A\nvehicle\nin accordance with at least one of the claims 13 to 16,\n13\ncharacterized in that\nthe\nelectric\ndrive comprises an\nelectric\nmotor and an eccentric member\nthat is connected between the\nelectric\nmotor and the latch.\n18. A\nvehicle\nin accordance with at least one of the claims 13 to 16,\ncharacterized in that\nthe\nelectric\ndrive comprises an electromagnetic actuator. | 10 2016 119 570.7 | Germany | 2016-10-13 | L'invention concerne un véhicule comprenant un moteur d'entraînement à fonctionnement électrique, une batterie pour l'alimentation en énergie du moteur d'entraînement, laquelle est bloquée dans un compartiment à batterie du véhicule par un dispositif de verrouillage de batterie et laquelle peut être retirée du compartiment à batterie après déverrouillage du dispositif de verrouillage de batterie, et une unité de commande pour le dispositif de verrouillage de batterie. | True |
| 153 | Patent 2530773 Summary - Canadian Patents Database | CA 2530773 | NaN | FLYWHEEL-DRIVENVEHICLE | VEHICULE ACTIONNE PAR UN VOLANT | NaN | BERBARI, GEORGE EDMOND | NaN | 2004-05-27 | EDWARD, VALERIE G. | English | NEBULA CAR COMPANY, LLC | WHAT IS CLAIMED IS:\n1. A\nvehicle\nhaving a flywheel drive system comprising:\na flywheel that is connected to a\nvehicle\ndrive system and that\nprovides energy to drive the\nvehicle\n;\nan\nelectric\nmotor that is connected to and that causes the rotation of\nthe flywheel;\na charger assembly;\ntwo drive\nbatteries\n, each\nelectrically\nconnectable to the\nelectric\nmotor\nand the charger assembly;\nwherein when one of the drive\nbatteries\nis\nelectrically\nconnected to the\nelectric\nmotor, the other drive\nbattery\nis\nelectrically\nconnected to the\ncharger\nassembly;\nwherein the charger assembly comprises a charger, an inverter, a\ncharger\nbattery\n, and an alternator, further wherein the alternator is\nconnected to the\nvehicle\ndrive system; and\nfurther wherein the alternator is\nelectrically\nconnected to and\nenergizes the charger\nbattery\nwhen the\nvehicle\nis in motion, the charger\nbattery\nis\nelectrically\nconnected to and powers the inverter, the inverter is\nelectrically\nconnected to and powers the charger, and the charger is\nelectrically\nconnected to and recharges the drive\nbattery\nthat is not\nconnected to the\nelectric\nmotor.\n-13-\n2. A\nvehicle\nas described in claim 1, further comprising a switch\nelectrically\nconnected to the\nelectric\nmotor, the charger assembly, and the\ntwo drive\nbatteries\n;\nwherein the switch is adapted change\nelectrical\nconnection from a first\nstate where first drive\nbattery\nand\nelectric\nmotor axe connected, and second\ndrive\nbattery\nand charger assembly are connected to a second state where\nfirst drive\nbattery\nand charger assembly are connected, and second drive\nbattery\nand\nelectric\nmotor are connected.\n3. A\nvehicle\nas described in claim 2, where in the switch is a manual\nswitch.\n4. A\nvehicle\nas described in claim 2, where in the switch comprises a\nvoltmeter, and wherein the switch automatically changes\nelectrical\nconnections based upon predetermined voltmeter readings.\n5. A\nvehicle\nas described in claim 1, wherein each drive\nbattery\nis set\nof a plurality of\nbatteries\nconnected together in series.\n6. A\nvehicle\nas described in claim 1, wherein the weight of the\nflywheel is in the range of about five percent to about ten percent of the\nweight of the\nvehicle\n.\n-14-\n7. A\nvehicle\nas described in claim 1, wherein the charger is a cell-type\ncharger.\n8. A\nvehicle\nas described in claim 1, wherein the flywheel is connected\nto the\nvehicle\ndrive system through a set of variable speed sheaves.\n-15- | 10/606,698 | United States of America | 2003-06-26 | L'invention porte sur un véhicule actionné par un volant et entraîné par un moteur électrique. La rotation du volant est déclenchée et maintenue par le moteur électrique qui est lui-même excité alternativement par une pluralité de batteries (ou jeux de batteries). Un ensemble chargeur est raccordé à la pluralité de batteries. En fonctionnement, une batterie excite à un moment donné le moteur électrique tandis que, simultanément, s'effectue le chargement de l'autre ou des autres batteries. | True |
| 154 | Patent 2911036 Summary - Canadian Patents Database | CA 2911036 | NaN | LARGEELECTRICVEHICLEPOWER STRUCTURE AND ALTERNATING-HIBERNATIONBATTERYMANAGEMENT AND CONTROL METHOD THEREOF | ARCHITECTURE D'ALIMENTATION EN ENERGIE POUR GROS VEHICULE ELECTRIQUE ET PROCEDE DE COMMANDE DE CLASSEMENT RESIDUEL SEQUENTIEL DE BOITIERS DE BATTERIE ASSOCIE | NaN | CHANG, HSIN-YUAN, CHEN, GORDON CHING, CHEN, ANTHONY AN-TAO | NaN | 2014-04-30 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. An alternating-hibernation\nbattery\nmanagement and control method for a\npower\nstructure of a large\nelectric\nvehicle\n, the power structure of the\nelectric\nvehicle\ncomprising a vehicular computer with a sorting controller, plural\nconfiguration-variable series-type\nbattery\nboxes in parallel connection and a\ndriving device, each of the plural configuration-variable series-type\nbattery\nboxes\ncomprising plural\nbattery\nmodules in series connection, the alternating-\nhibernation\nbattery\nmanagement and control method comprising steps of:\n(a) the vehicular computer calculating a required number of\nbattery\nmodules\nand a required number of configuration-variable series-type\nbattery\nboxes\naccording to a\nvehicle\n-driving demand of the driving device;\n(b) the vehicular computer performing a temperature protection process, so\nthat\nthe\nbattery\nmodule with a higher temperature is marked as an unavailable\nbattery\nmodule;\n(c) the sorting controller calculating module scores of all\nbattery\nmodules,\nand\ngenerating a\nbattery\nmodule sorting result of each configuration-variable\nseries-type\nbattery\nbox according to the module scores;\n(d) the sorting controller enabling the required number of\nbattery\nmodules\nwith\nthe highest module scores in each configuration-variable series-type\nbattery\nbox\naccording to the required number of\nbattery\nmodules and the\nbattery\nmodule\nsorting result of each configuration-variable series-type\nbattery\nbox;\n(e) the sorting controller calculating a\nbattery\nbox score of each\nconfiguration-variable series-type\nbattery\nbox according to the module scores\nof\nthe enabled\nbattery\nmodules in each configuration-variable series-type\nbattery\nbox,\nand generating a\nbattery\nbox sorting result according to the\nbattery\nbox\nscore; and\n29\n(f) the sorting controller controlling at least one configuration-variable\nseries-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result to\nbe in a\nhibernation mode.\n2. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (a), the vehicular computer detects or forecasts a motor speed of the\nelectric\nvehicle\n, calculates a DC bus voltage according to the motor speed, and\ndetermines\nthe required number of\nbattery\nmodules according to the DC bus voltage.\n3. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (a), the vehicular computer detects or forecasts a motor torque of the\nelectric\nvehicle\n, and determines the required number of configuration-variable series-\ntype\nbattery\nboxes according to the motor torque.\n4. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\ntemperature protection process of the step (b), the vehicular computer detects\ntemperatures of the plural\nbattery\nmodules and marks the\nbattery\nmodule with\nthe\nhigher temperature as the unavailable\nbattery\nmodule.\n5. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (c), the module score of each\nbattery\nmodule is defined according to a\nstate of\ncharge, a state of health and/or a temperature information of the\nbattery\nmodule.\n6. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (d), the\nbattery\nmodule that is not enabled is further connected to a\nbypass\nloop.\n7. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (e), the module scores of the enabled\nbattery\nmodules in the step (c) are\naccumulated as the corresponding\nbattery\nbox score.\n8. The alternating-hibernation\nbattery\nmanagement and control method for the\npower structure of the large\nelectric\nvehicle\naccording to claim 1, wherein in\nthe\nstep (f), at least one power transistor corresponding to the at least one\nconfiguration-variable series-type\nbattery\nbox in the last rank of the\nbattery\nbox\nsorting result is controlled to disconnect the configuration-variable series-\ntype\nbattery\nbox from the driving device, so that the configuration-variable series-\ntype\nbattery\nbox is in the hibernation mode.\n9. A power structure of a large\nelectric\nvehicle\n, the power structure\ncomprising:\nplural configuration-variable series-type\nbattery\nboxes connected with each\nother in parallel, wherein each of the plural configuration-variable series-\ntype\nbattery\nboxes comprises plural\nbattery\nmodules, and the plural\nbattery\nmodules\nare\nconnected with each other in series;\na driving device connected with the plural configuration-variable series-type\nbattery\nboxes, wherein the driving device comprises a motor for driving the\nlarge\n31\nelectric\nvehicle\nand a motor drive for driving the motor; and\na vehicular computer connected with the plural configuration-variable\nseries-type\nbattery\nboxes for detecting a\nvehicle\n-driving demand of the\ndriving\ndevice, calculating a required number of\nbattery\nmodules and a required number\nof\nconfiguration-variable series-type\nbattery\nboxes, and performing a temperature\nprotection process to mark the\nbattery\nmodule with a higher temperature as an\nunavailable\nbattery\nmodule, wherein the vehicular computer further comprises a\nsorting controller for performing a\nbattery\nbox alternating-hibernation\nsorting\nprocess, wherein while the\nbattery\nbox alternating-hibernation sorting process\nis\nperformed, the sorting controller calculates module scores of the\nbattery\nmodules\nof each configuration-variable series-type\nbattery\nbox to obtain a\nbattery\nmodule\nsorting result according to the module scores, enables the required number of\nbattery\nmodules with the highest module scores according to the\nbattery\nmodule\nsorting result, sorts the plural configuration-variable series-type\nbattery\nboxes to\nobtain a\nbattery\nbox sorting result, and controls at least one configuration-\nvariable\nseries-type\nbattery\nbox in the last rank of the\nbattery\nbox sorting result to\nbe in the\nhibernation mode.\n10. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nwherein\neach configuration-variable series-type\nbattery\nbox further comprises a\nbattery\nbox\nmonitoring board, wherein the\nbattery\nbox monitoring board is connected with\nthe\nvehicular computer and the corresponding\nbattery\nmodules, and the\nbattery\nbox\nmonitoring board receives a command from the vehicular computer so as to\ncontrol\nthe corresponding\nbattery\nmodule.\n11. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nwherein\n32\nwhile the temperature protection process is performed, the vehicular computer\ndetects temperatures of the plural\nbattery\nmodules and marks the\nbattery\nmodule\nwith the higher temperature as the unavailable\nbattery\nmodule, wherein the\nunavailable\nbattery\nmodule is not joined in the\nbattery\nbox alternating-\nhibernation\nsorting process.\n12. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nwherein\neach\nbattery\nmodule further comprises a\nbattery\nmodule monitoring board, a\nbattery\ncore string, a relay and a bypass loop, wherein the relay is\nselectively\nconnected with the\nbattery\ncore string or the bypass loop under control of the\nbattery\nmodule monitoring board, so that the\nbattery\nmodule is selectively in\na\npower supply mode or the hibernation mode.\n13. The power structure of the large\nelectric\nvehicle\naccording to claim 9,\nfurther\ncomprising plural power transistors, wherein the plural power transistors are\narranged between respective configuration-variable series-type\nbattery\nboxes\nand\nthe driving device, and the plural power transistors are connected with the\nvehicular computer, wherein according to a command from the vehicular\ncomputer,\nthe corresponding power transistor controls the corresponding\nconfiguration-variable series-type\nbattery\nbox to be in the hibernation mode.\n33 | 61/817,607 | United States of America | 2013-04-30 | L'invention concerne un procédé de commande du classement résiduel séquentiel des boîtiers de batterie d'une architecture d'alimentation en énergie pour un gros véhicule électrique. L'architecture d'alimentation en énergie comprend une unité de commande électronique dotée d'une unité de commande de classement, une pluralité de boîtiers de batterie du type connectés en série à configuration variable et un dispositif moteur, chaque boîtier de batterie du type connecté en série à configuration variable comprenant également une pluralité de modules de batterie. Le procédé de commande du classement résiduel séquentiel des boîtiers de batterie comprend les étapes suivantes : une unité de commande électronique calcule le nombre demandé de modules de batterie et de boîtiers (S21) de batterie du type connectés en série à configuration variable; l'unité de commande électronique exécute un programme (S22) de protection de température; une unité de commande de classement calcule une intégration de module et génère un classement (S23) de modules de batterie; l'unité de commande de classement démarre les modules de batterie en fonction du nombre demandé et du classement (S24) des modules de batterie; l'unité de commande de classement calcule une intégration de boîtiers de batterie et génère un classement (S25) de boîtiers de batterie; et l'unité de commande de classement indique au boîtier de batterie de type connecté en série à configuration variable, situé à la fin du classement de boîtiers de batterie d'entrer dans un mode de veille (S26). | True |
| 155 | Patent 2713688 Summary - Canadian Patents Database | CA 2713688 | NaN | BATTERYPACK MANAGEMENT STRATEGY IN A HYBRIDELECTRICMOTORVEHICLE | STRATEGIE DE GESTION DE BLOC-BATTERIE DANS UN VEHICULE A MOTEUR ELECTRIQUE HYBRIDE | NaN | MILLER, STANTON E. | NaN | 2009-03-25 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | WHAT IS CLAIMED IS:\n1. A hybrid\nelectric\nvehicle\ncomprising:\na chassis comprising wheels on which the\nvehicle\ntravels;\na powertrain coupled to driven ones of the wheels;\nan ignition switch that when operated to an "on" position enables the\npowertrain to propel the\nvehicle\nand when operated to an "off' position shuts\ndown\nthe powertrain;\nthe powertrain comprising an internal combustion engine having a rotary\noutput coupled to a rotary input of an\nelectric\nmotor/generator that has a\nrotary\noutput coupled to the driven wheels;\na\nbattery\npack coupled to the motor/generator through a controller for\nselectively operating the motor/generator as a motor that draws\nelectricity\nfrom the\nbattery\npack to add torque to the powertrain and as a generator that delivers\nelectricity\nto the\nbattery\npack to subtract torque from the powertrain when a\nmanagement strategy for the\nbattery\npack allows such operation;\nthe controller being selectively operable to any of multiple strategies for\nmanaging the\nbattery\npack via an algorithm that, when the ignition switch is\noperated from "off' position to "on" position, operates to select a particular\nbattery\npack management strategy according to a calibratable parameter that, for the\nvehicle\n, has been set to a particular one of multiple values;\na first of the calibratable parameter values being effective to cause the\nalgorithm to set the\nbattery\npack management strategy to the same\nbattery\npack\nmanagement strategy that was being used when the ignition switch was last\noperated from "on" position to "off' position, and a second of the\ncalibratable\nparameter values being effective to cause the algorithm to set the\nbattery\npack\nmanagement strategy to a strategy that is determined by the number of times\nthat\n14\nthe ignition switch has been operated from "off' position to "on" position\nsince the\nlast re-charging of the\nbattery\npack from a source external to the\nvehicle\n.\n2. A hybrid\nelectric\nvehicle\nas set forth in Claim 1 wherein one strategy\nregulates\nbattery\npack SOC at a relatively larger SOC value and another\nstrategy\nregulates\nbattery\npack SOC at a relatively smaller SOC value, and when the\ncalibratable parameter has been set to the second value and an operation of\nthe\nignition switch from "off' position to "on" position is the first to occur\nsince the\nlast re-charging of the\nbattery\npack from a source external to the\nvehicle\n,\nthe\nalgorithm sets the strategy to the one strategy.\n3. A hybrid\nelectric\nvehicle\nas set forth in Claim 1 further including a\nselection input to the controller for allowing a person, instead of the\nalgorithm, to\nselect a\nbattery\npack management strategy for use by the controller.\n4. A hybrid\nelectric\nvehicle\nas set forth in Claim 3 wherein the selection\ninput comprises a switch disposed along side a display that presents a screen\non\nwhich a\nbattery\npack management strategy is visible.\n5. A hybrid\nelectric\nvehicle\nas set forth in Claim 4 wherein the display is\nalso operable to present a screen showing\nbattery\npack SOC.\n6. A hybrid\nelectric\nvehicle\nas set forth in Claim 1 wherein the\nvehicle\nhas a\nconnector for mating connection with an outlet from an\nelectric\npower grid to\nenable the\nbattery\npack to be re-charged from the grid.\n7. A method of operating a hybrid\nelectric\nvehicle\nthat has a chassis\ncomprising wheels on which the\nvehicle\ntravels; a powertrain coupled to driven\nones of the wheels; the powertrain comprising an internal combustion engine\nhaving a rotary output coupled to a rotary input of an\nelectric\nmotor/generator that\nhas a rotary output coupled to the driven wheels; an ignition switch that when\noperated to an "on" position enables the powertrain to propel the\nvehicle\nand\nwhen\noperated to an "off" position shuts down the powertrain; a\nbattery\npack\ncoupled to\nthe motor/generator through a controller for selectively operating the\nmotor/generator as a motor that draws\nelectricity\nfrom the\nbattery\npack to add\ntorque to the powertrain and as a generator that delivers\nelectricity\nto the\nbattery\npack to subtract torque from the powertrain when a management strategy for the\nbattery\npack allows such operation; the method comprising:\nwhen the ignition switch is operated from "off" position to "on" position,\nexecuting an algorithm to select a strategy for managing the\nbattery\npack\naccording\nto a calibratable parameter that, for the\nvehicle\n, has been set to a\nparticular one of\nmultiple values, wherein a first of the calibratable parameter values is\neffective to\ncause the algorithm to set the\nbattery\npack management strategy to the same\nbattery\npack management strategy that was being used when the ignition switch\nwas last operated from "on" position to "off" position, and a second of the\ncalibratable parameter values is effective to cause the algorithm to set the\nbattery\npack management strategy to a strategy that is determined by the number of\ntimes\nthat the ignition switch has been operated from "off" position to "on"\nposition\nsince the last re-charging of the\nbattery\npack from a source external to the\nvehicle\n.\n8. A method as set forth in Claim 7 wherein one strategy regulates\nbattery\npack SOC at a relatively larger SOC value and another strategy regulates\nbattery\npack SOC at a relatively smaller SOC value, and when the calibratable\nparameter\n16\nhas been set to the second value and an operation of the ignition switch from\n"off"\nposition to "on" position is the first to occur since the last re-charging of\nthe\nbattery\npack from a source external to the\nvehicle\n, the algorithm sets the\nstrategy to\nthe one strategy.\n9. A method as set forth in Claim 7 further including operating a selection\ninput to the controller to select a\nbattery\npack management strategy for use\nby the\ncontroller that if different from the current strategy being used, supplants\nthe latter\nstrategy.\n10. A method as set forth in Claim 9 wherein the step of operating the\nselection input comprises operating a switch disposed along side a display\nthat\npresents a screen on which a\nbattery\npack management strategy is visible.\n11. A method as set forth in Claim 10 further comprising operating the\ndisplay to present a screen showing\nbattery\npack SOC.\n12. A hybrid\nelectric\nvehicle\ncomprising:\na chassis comprising wheels on which the\nvehicle\ntravels;\na powertrain coupled to driven ones of the wheels;\nan ignition switch that when operated to an "on" position enables the\npowertrain to propel the\nvehicle\nand when operated to an "off" position shuts\ndown\nthe powertrain;\nthe powertrain comprising an internal combustion engine having a rotary\noutput coupled to a rotary input of an\nelectric\nmotor/generator that has a\nrotary\noutput coupled to the driven wheels;\n17\na\nbattery\npack coupled to the motor/generator through a controller for\nselectively operating the motor/generator as a motor that draws\nelectricity\nfrom the\nbattery\npack to add torque to the powertrain and as a generator that delivers\nelectricity\nto the\nbattery\npack to subtract torque from the powertrain when a\nmanagement strategy for the\nbattery\npack allows such operation;\nthe controller being selectively operable to any of multiple\nbattery\npack\nmanagement strategies via an algorithm that, when the ignition switch is\noperated\nfrom "off" position to "on" position, operates to cause the\nbattery\npack\nmanagement strategy to default to one of the\nbattery\npack management\nstrategies;\nand further including a selection input to the controller for allowing a\nperson, instead of the algorithm, to select a\nbattery\npack management strategy\nfor\nuse by the controller different from the default strategy determined by the\nalgorithm when the ignition switch was operated from "off" position to "on"\nposition.\n13. A hybrid\nelectric\nvehicle\nas set forth in Claim 12 wherein the selection\ninput comprises a switch disposed along side a display that presents a screen\non\nwhich a\nbattery\npack management strategy is visible.\n14. A hybrid\nelectric\nvehicle\nas set forth in Claim 13 wherein the display is\nalso operable to present a screen showing\nbattery\npack SOC.\n15. A hybrid\nelectric\nvehicle\nas set forth in Claim 12 wherein the algorithm\nfunctions to cause the default strategy to be one that regulates\nbattery\npack\nSOC at\na relatively larger SOC value than any other strategy when the ignition switch\nis\nfirst operated from "off" position to "on" position after the last re-charging\nof the\nbattery\npack from a source external to the\nvehicle\n.\n18\n16. A hybrid\nelectric\nvehicle\nas set forth in Claim 12 wherein the algorithm\nfunctions to cause the default strategy to be one that regulates\nbattery\npack\nSOC to\nthe same strategy that was being used when the ignition switch was last\noperated\nfrom "on" position to "off" position regardless of any\nbattery\npack re-charge\nfrom\na source external to the\nvehicle\nwhile the ignition switch was in "off'\nposition.\n19 | 12/054,542 | United States of America | 2008-03-25 | Un algorithme de logiciel (figure 3) détermine la stratégie par laquelle un dispositif de commande (34) gérera létat de charge (SOC) dun bloc-batterie (32) dans un véhicule électrique hybride mais donne toujours au conducteur lopportunité de faire plutôt sa propre sélection. Lalgorithme amène une des deux stratégies à être sélectionnée à chaque fois que le commutateur dallumage est actionné de la position « arrêt » à la position « marche ». La manière selon laquelle lalgorithme sexécute dépend de la valeur dun paramètre pouvant être étalonné programmé électroniquement à lintérieur du dispositif de commande du véhicule particulier, lors de la fabrication du véhicule à lusine. | True |
| 156 | Patent 2851100 Summary - Canadian Patents Database | CA 2851100 | NaN | BATTERYPOWEREDVEHICLEWITH IMMOBILIZING CHARGER PLUG | VEHICULE ALIMENTE PAR BATTERIE A PRISE DE CHARGEUR A IMMOBILISATION | NaN | SCHYGGE, SEBASTIAN, VISKARI, PASI, DWYER, SEAN | 2016-10-11 | 2011-10-03 | BRION RAFFOUL | English | HUSQVARNA AB | What is claimed is:\n1. A\nbattery\npowered\nvehicle\ncomprising:\na\nbattery\npower source;\nan\nelectric\ndrive motor powered by the\nbattery\npower source, the\nelectric\ndrive motor\nbeing operably coupled to a wheel of the\nbattery\npowered\nvehicle\nto provide\ndrive power for the\nbattery\npowered\nvehicle\n;\na charging receptacle configured to enable charging of the\nbattery\npower\nsource via a\nbattery\ncharging assembly connectable to the charging receptacle, the charging\nreceptacle\ncomprising circuitry forming a detection loop closed responsive to operable\ncoupling of the\ncharging receptacle with a charger plug of the\nbattery\ncharging assembly,\nclosing of the detection\nloop generating an indication that the charging receptacle is operably coupled\nto the charger\nplug; and\na drive controller comprising processing circuitry configured to implement a\nmobility\nrestriction at least with respect to operation of the\nelectric\ndrive motor\nresponsive to the\nindication,\nwherein the detection loop completion circuitry is configured to complete a\nsignal path\nthat implements the mobility restriction, and to enable operation of at least\none auxiliary\nfunction.\n2. The\nbattery\npowered\nvehicle\nof claim 1, wherein the drive controller is\nconfigured to\nimplement the mobility restriction independent of whether\nelectrical\npower is\nbeing provided to\nthe\nbattery\npowered\nvehicle\nby the charger plug.\n3. The\nbattery\npowered\nvehicle\nof any one of claims 1 and 2, wherein the drive\ncontroller\nis configured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor.\n4. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 3, wherein the drive\ncontroller is\nconfigured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor, but enabling operation of at least one auxiliary function.\n19\n5. The\nbattery\npowered\nvehicle\nof any one of claims 1 and 2, wherein the drive\ncontroller\nis configured to implement the mobility restriction by preventing power up of\nthe\nbattery\npowered\nvehicle\n.\n6. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 5, wherein the drive\ncontroller is\nconfigured to provide a message indicating a state of charge to an operator of\nthe\nbattery\npowered\nvehicle\n.\n7. The\nbattery\npowered\nvehicle\nof claim 6, wherein the drive controller is\nconfigured to\nwirelessly send the message to the operator.\n8. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 7, wherein the drive\ncontroller is\nconfigured to provide a message indicating a state of connection between the\ncharger plug and\nthe charging receptacle to the operator.\n9. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 8, wherein the\ndetection loop\ncomprises an open circuit that is closed by circuitry of the charger plug\nresponsive to operable\ncoupling of the charger plug and the charging receptacle.\n10. The\nbattery\npowered\nvehicle\nof any one of claims 1 to 9, wherein the\nbattery\npowered\nvehicle\nis a riding yard maintenance\nvehicle\n.\n11. A drive controller for a\nbattery\npowered\nvehicle\ncomprising a\nbattery\npower source,\nan\nelectric\ndrive motor, and a charging receptacle, the\nelectric\ndrive motor\nbeing operably\ncoupled to a wheel of the\nbattery\npowered\nvehicle\nto provide drive power for\nthe\nbattery\npowered\nvehicle\n, and the charging receptacle being configured to enable charging of\nthe\nbattery\npower\nsource via a\nbattery\ncharging assembly connectable to the charging receptacle,\nthe charging\nreceptacle comprising circuitry forming a detection loop closed responsive to\noperable coupling\nof the charging receptacle with a charger plug of the\nbattery\ncharging\nassembly, closing of the\ndetection loop generating an indication that the charging receptacle is\noperably coupled to the\ncharger plug, the drive controller comprising:\nprocessing circuitry configured to implement a mobility restriction at least\nwith respect to\noperation of the\nelectric\ndrive motor responsive to the indication;\nwherein the detection loop completion circuitry is configured to complete a\nsignal path\nthat implements the mobility restriction, and to enable operation of at least\none auxiliary\nfunction.\n12. The drive controller of claim 11, wherein the processing circuitry is\nconfigured to\nimplement the mobility restriction independent of whether.electrical power is\nbeing provided to\nthe\nbattery\npowered\nvehicle\nby the charger plug.\n13. The drive controller of any one of claims 11 and 12, wherein the\nprocessing circuitry\nis configured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor.\n14. The drive controller of any one of claims 11 to 14, wherein the processing\ncircuitry is\nconfigured to implement the mobility restriction by preventing delivery of\ncurrent to the\nelectric\ndrive motor, but enabling operation of at least one auxiliary function.\n15. The drive controller of any one of claim 11 and 12, wherein the processing\ncircuitry is\nconfigured to implement the mobility restriction by preventing power up of the\nbattery\npowered\nvehicle\n.\n16. The drive controller of any one of claims 11 to 15, wherein the processing\ncircuitry is\nconfigured to provide a message indicating a state of charge to an operator of\nthe\nbattery\npowered\nvehicle\n.\n17. The drive controller of claim 16, wherein the processing circuitry is\nconfigured to\nwirelessly send the message to the operator.\n21\n18. The drive controller of any one of claims 11 to 17, wherein the processing\ncircuitry is\nconfigured to provide a message indicating a state of connection between the\ncharger plug and\nthe charging receptacle to the operator.\n19. The drive controller of any one of claims 11 to 18, wherein the detection\nloop\ncomprises an open circuit that is closed by circuitry of the charger plug\nresponsive to operable\ncoupling of the charger plug and the charging receptacle.\n20. The drive controller of any one of claims 11 to 19, wherein the\nbattery\npowered\nvehicle\nis a riding yard maintenance\nvehicle\n.\n21. A method of controlling operation of a\nbattery\npowered\nvehicle\n, the\nbattery\npowered\nvehicle\ncomprising a\nbattery\npower source, an\nelectric\ndrive motor, and a\ncharging receptacle, the\nelectric\ndrive motor being operably coupled to a wheel of the\nbattery\npowered\nvehicle\nto provide\ndrive power for the\nbattery\npowered\nvehicle\n, and the charging receptacle being\nconfigured to\nenable charging of the\nbattery\npower source via a\nbattery\ncharging assembly\nconnectable to the\ncharging receptacle, the charging receptacle comprising circuitry forming a\ndetection loop closed\nresponsive to operable coupling of the charging receptacle with a charger plug\nof the\nbattery\ncharging assembly, closing of the detection loop generating an indication that\nthe charging\nreceptacle is operably coupled to the charger plug, the method comprising:\ndetermining if the detection loop is closed based on whether the indication is\nreceived;\nand\nimplementing a mobility restriction at least with respect to operation of the\nelectric\ndrive\nmotor responsive to the indication,\nwherein the detection loop completion circuitry is configured to complete a\nsignal path\nthat implements the mobility restriction, and to enable operation of at least\none auxiliary\nfunction.\n22. The method of claim 21, further comprising providing a message indicating\na state of\ncharge to an operator.\n22\n23. The method of any one of claims 21 and 22, wherein providing the message\ncomprises providing the message wirelessly.\n24. The method of any one of claims 21 to 23, further comprising:\nproviding a message indicating that the charger plug is connected to the\ncharging\nreceptacle.\n25. A lawn mower comprising:\na cutting deck comprising one or more cutting blades for cutting grass;\na drive motor operably coupled to a wheel of the lawn mower to provide drive\npower for\nthe lawn mower;\na\nbattery\npower source configured to provide power to the drive motor;\na charging receptacle configured to enable charging of the\nbattery\npower\nsource via a\nbattery\ncharging assembly connectable to the charging receptacle; and\na controller comprising processing circuitry configured to identify when the\nbattery\ncharging assembly is connected to the charging receptacle, implement a\nmobility restriction at\nleast with respect to operation of the drive motor responsive to the\nbattery\ncharging assembly\nbeing connected to the charging receptacle, and enable operation of at least\none auxiliary\nfunction.\n26. The lawn mower of claim 25, further comprising:\nat least one\nelectric\ncutting deck motor operably coupled to the cutting deck\nto provide\npower for one or more cutting blades, wherein the controller further comprises\nprocessing\ncircuitry configured to implement a mobility restriction with respect to\noperation of the\nelectric\ncutting deck motor responsive to the\nbattery\ncharging assembly being connected\nto the charging\nreceptacle.\n27. The lawn mower of any one of claims 25 and 26, further comprising:\na user interface configured to communicate information to an operator of the\nlawn\nmower, wherein the controller comprises processing circuitry configured to\npermit use of the\n23\nuser interface irrespective of the\nbattery\ncharging assembly being connected\nto the charging\nreceptacle.\n28. The lawn mower of any one of claims 25 to 27, wherein the lawn mower is a\nriding\nlawn mower.\n29. The lawn mower of any one of claims 25 to 28, wherein the charging\nreceptacle\nincludes circuitry forming a detection loop closed responsive to operable\ncoupling of the\ncharging receptacle with a charger plug of the\nbattery\ncharging assembly, and\nwherein closing of\nthe detection loop generates an indication to the controller's processing\ncircuitry that the\ncharging receptacle is operably coupled to the charger plug.\n30. The lawn mower of any one of claims 25 to 29, wherein the processing\ncircuitry is\nconfigured to wirelessly provide a message indicating a state of\nbattery\ncharge to a mobile\ndevice.\n24 | NaN | NaN | NaN | L'invention porte sur un véhicule alimenté par batterie, lequel véhicule peut comprendre une source d'alimentation à batterie, un moteur d'entraînement électrique, un réceptacle de charge et un dispositif de commande d'entraînement. Le moteur d'entraînement électrique peut être alimenté par la source d'alimentation à batterie. Le moteur d'entraînement électrique peut être couplé de façon fonctionnelle à une roue du véhicule alimenté par batterie afin de délivrer une alimentation d'entraînement pour le véhicule alimenté par batterie. Le réceptacle de charge peut être configuré de façon à permettre une charge de la source d'alimentation à batterie par l'intermédiaire d'un ensemble de charge de batterie pouvant être connecté au réceptacle de charge. Le réceptacle de charge peut comprendre des circuits formant une boucle de détection fermée en réponse à un couplage fonctionnel du réceptacle de charge avec une prise de chargeur de l'ensemble de charge de batterie. La fermeture de la boucle de détection peut générer une indication du fait que le réceptacle de charge est couplé de façon fonctionnelle à la prise de chargeur. Le dispositif de commande d'entraînement peut comprendre des circuits de traitement configurés de façon à produire une restriction de mobilité au moins vis-à-vis d'un fonctionnement du moteur d'entraînement électrique en réponse à l'indication. | True |
| 157 | Patent 2844410 Summary - Canadian Patents Database | CA 2844410 | NaN | DC-POWERED SYSTEM FOR CONTROLLING AN AIR COMPRESSOR OR HYDRAULIC FLUID PUMP | SYSTEME ALIMENTE EN CC POUR LE CONTROLE D'UN COMPRESSEUR A AIR OU D'UNE POMPE HYDRAULIQUE | NaN | WEFLEN, DARRYL | 2022-01-04 | 2014-03-03 | HAUGEN, J. JAY | English | WEFLEN, DARRYL | 1 7\nWE CLAIM:\n1. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) means for supplying a source of direct current ("DC") power, wherein the\nmeans for supplying a source of DC power is externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the means\nfor supplying a source of DC power is not operatively connected to the\nservice\nvehicle\nbattery\n;\nb) means for controlling a flow of the DC power;\nc) means for operating the air compressor or the hydraulic fluid pump upon\nbeing supplied with the flow of DC power;\nd) means for controlling the operating means, the controlling means located\nseparately from the operating means; and\ne) means for disconnecting a supply of the DC power to the operating means\nwhen the operating means experiences an over temperature condition.\n2. The apparatus as set forth in claim 1, wherein the means for supplying\nthe source\nof DC power further comprises one or more of a group consisting of at least\none\nDC\nbattery\n, a\nbattery\ncharger, an alternating current ("AC") power rectifier,\na\ntransfer switch for selecting between different sources of AC power, a welding\nunit\nconfigured for supplying DC power and a solar panel charging unit.\nDate Recue/Date Received 2020-12-10\n18\n3. The apparatus as set forth in claim 1 or claim 2, wherein the operating\nmeans\nfurther comprises an\nelectric\nmotor controller.\n4. The apparatus as set forth in any one of claims 1 to 3, wherein the\ncontrolling\nmeans further comprises means for switching DC power on and off to the air\ncompressor or to the hydraulic fluid pump.\n5. The apparatus as set forth in any one of claims 1 to 4, wherein the\noperating means\nfurther comprises a DC power solenoid configured for turning on and off the\nflow\nof DC power to an\nelectric\nmotor configured for operating the air compressor\nor the\nhydraulic fluid pump.\n6. The apparatus as set forth in any one of claims 1 to 5, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\nCA 2844410 2020-03-26\n19\n7. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) at least one system\nbattery\nconfigured for supplying direct current\n("DC")\npower, wherein the at least one system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the at\nleast\none system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n;\nb) a control panel operatively connected to the at least one system\nbattery\n, the\ncontrol panel configured to control the flow of the DC power supplied by the\nat least one system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box, the control box located separately from the control panel;\nand\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\nCA 2844410 2020-03-26\n20\n8. The apparatus as set forth in claim 7, wherein the at least one system\nbattery\nis\ndisposed in a\nbattery\nbox, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for charging the at least one system\nbattery\n, the\nbattery\nbox\nfurther\nconfigured for receiving at least one source of alternating current ("AC')\npower for\npowering the\nbattery\ncharger.\n9. The apparatus as set forth in claim 8, wherein the\nbattery\nbox further\ncomprises\nan AC power transfer switch for controlling the flow of the at least one\nsource of\nAC power to the\nbattery\ncharger.\n10. The apparatus as set forth in any one of claims 7 to 9, further\ncomprising a solar\npanel charging unit configured for charging the at least one system\nbattery\n.\n11. The apparatus as set forth in any one of claims 7 to 10, wherein the\ncontrol panel\nfurther comprises a motor controller for controlling the flow of DC power to\nthe\nelectric\nmotor.\n12. The apparatus as set forth in any one of claims 7 to 11, wherein the\ncontrol box\nfurther comprises a switch configured for providing DC power to the air\ncompressor\nor to the hydraulic fluid pump.\n13. The apparatus as set forth in claim 7, wherein the air compressor\nfurther comprises\na screw-type air compressor.\n14. The apparatus as set forth in claim 13, further comprising an air tank\noperatively\nconnected to the screw-type air compressor.\nCA 2844410 2020-03-26\n21\n15. The apparatus as set forth in claim 13 or in claim 14, wherein the air\ncompressor\nfurther comprises a minimum pressure cut-off switch configured to keep the air\ncompressor running if air pressure within the air compressor is greater than a\npredetermined threshold.\n16. The apparatus as set forth in claim 7, further comprising a pressurized\nhydraulic\nfluid system operatively connected to the hydraulic fluid pump.\n17. The apparatus as set forth in claim 16, wherein the hydraulic fluid\nsystem\ncomprises one or more of a group consisting of hydraulic fluid tanks,\nhydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n18. The apparatus as set forth in any one of claims 7 to 17, wherein at\nleast one of the\ncontrol panel, the control box, the\nelectric\nmotor and either of the air\ncompressor\nand the hydraulic fluid pump is configured to be disposed on a cargo bed of\nthe\nservice\nvehicle\n.\n19. The apparatus as set forth in any one of claims 7 to 18, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n20. The apparatus as set forth in any one of claims 7 to 19, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nCA 2844410 2020-03-26\n22\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\n21. An improved service\nvehicle\nfor servicing heavy duty equipment,\nmachinery and\nvehicles\n, the improved service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe\nimprovement comprising:\na direct current ("DC") powered system configured for controlling an air\ncompressor or a hydraulic fluid pump, the system for configured for\ninstallation on\nor in the service\nvehicle\n, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid;\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel; and\nCA 2844410 2020-03-26\n23\ne) a motor temperature switch configured to disconnect a supply of\nthe DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\n22. The improved service\nvehicle\nas set forth in claim 21, wherein the\nsystem\nbattery\nis disposed in a\nbattery\nbox configured to be positioned on a cargo bed of the\nservice\nvehicle\n, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for\ncharging the system\nbattery\n, the\nbattery\nbox further configured for receiving\na\nsource of alternating current ("AC") power for powering the\nbattery\ncharger.\n23. The improved service\nvehicle\nas set forth in claim 22, wherein the\nbattery\nbox\nfurther comprises an AC power transfer switch for controlling the flow of the\nsource\nof AC power to the\nbattery\ncharger.\n24. The improved service\nvehicle\nas set forth in any one of claims 21 to\n23, wherein\nthe control panel further comprises a motor controller for controlling a flow\nof the\nDC power to the\nelectric\nmotor.\n25. The improved service\nvehicle\nas set forth in any one of claims 21 to\n24, wherein\nthe system comprises the air compressor.\n26. The improved service\nvehicle\nas set forth in claim 25, wherein the air\ncompressor\nfurther comprises a screw-type air compressor.\n27. The improved service\nvehicle\nas set forth in claim 25 or in claim 26,\nwherein the\nsystem further comprises an air tank operatively connected to the air\ncompressor.\n28. The improved service\nvehicle\nas set forth in any one of claims 21 to\n27, wherein\nthe system further comprises the hydraulic fluid pump.\nCA 2844410 2020-03-26\n24\n29. The improved service\nvehicle\nas set forth in claim 28, further\ncomprising a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\n30. The improved service\nvehicle\nas set forth in claim 29, wherein the\nhydraulic fluid\nsystem comprises a member of a group consisting of hydraulic fluid tanks,\nhydraulic fluid accumulators, coolers and heat exchangers, hydraulic fluid\nfilters\nand filtration components, hydraulic motors, control valves, swash plates,\nhydraulically-operated rams and cylinders, hydraulic fluid hoses, lines and\nfittings,\nhydraulic fluid manifolds, hydraulic fluid pressure gauges and transducers,\nand\nhydraulic fluid pressure switches.\n31. The improved service\nvehicle\nas set forth in any one of claims 21 to\n30, wherein at\nleast one of the control panel, the control box, the\nelectric\nmotor and either\nof the\nair compressor and the hydraulic fluid pump is configured to be disposed on a\ncargo bed of the service\nvehicle\n.\n32. The improved service\nvehicle\nas set forth in any one of claims 21 to\n31, wherein\nthe service\nvehicle\nlacks a power take-off ("PTO") system to operate the air\ncompressor or the hydraulic fluid pump.\n33. The improved service\nvehicle\nas set forth in any one of claims 21 to\n32, wherein\nthe system is configured to power the air cornpressor to provide compressed\nair at\na pressure of at least 100 pounds per square inch ("PSI") at least at a rate\nof 60\ncubic feet per minute ("CFM") or to power the hydraulic fluid pump to pump\nhydraulic fluid up to at least 3000 PSI at a rate up to 12 gallons per minute\n("GPM").\nCA 2844410 2020-03-26\n25\n34. A method for improving a service\nvehicle\nfor servicing heavy duty\nequipment,\nmachinery and\nvehicles\n, the service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe method comprising:\nreceiving a direct current ("DC") powered system configured for controlling\nan air compressor or a hydraulic fluid pump, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid,\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n,\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel,\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel, and\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition; and\ninstalling the system on or in the service\nvehicle\n.\nCA 2844410 2020-03-26\n26\n35. The method as set forth in claim 34, further comprising installing the\nsystem\nbattery\nin a\nbattery\nbox configured to be positioned on a cargo bed of the service\nvehicle\n,\nthe\nbattery\nbox further comprising a\nbattery\ncharger configured for charging\nthe\nsystem\nbattery\n, the\nbattery\nbox further configured for receiving a source of\nalternating current ("AC") power for powering the\nbattery\ncharger.\n36. The method as set forth in claim 35, further comprising controlling the\nflow of the\nsource of AC power to the\nbattery\ncharger with an AC power transfer switch\ndisposed in the\nbattery\nbox.\n37. The method as set forth in claim 35 or in claim 36, further comprising\ncharging the\nsystem\nbattery\nwith a solar panel charging unit configured for charging the\nsystem\nbattery\n.\n38. The method as set forth in any one of claims 34 to 37, further\ncomprising controlling\na flow of the DC power to the\nelectric\nmotor with a motor controller disposed\nin the\ncontrol panel.\n39. The method as set forth in any one of claims 34 to 38, wherein the\nsystem further\ncomprises the air compressor.\n40. The method as set forth in claim 39, wherein the air compressor further\ncomprises\na screw-type air compressor.\n41. The method as set forth in claim 39 or in claim 40, wherein the system\nfurther\ncomprises an air tank operatively connected to the air compressor.\n42. The method as set forth in any one of claims 34 to 41, wherein the\nsystem further\ncomprises the hydraulic fluid pump.\n43. The method as set forth in claim 42, wherein the system further\ncomprises a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\nCA 2844410 2020-03-26\n27\n44. The method as set forth in claim 43, wherein the hydraulic fluid system\ncomprises\na member of a group consisting of hydraulic fluid tanks, hydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n45. The method as set forth in any one of claims 34 to 44, further\ncomprising\ndisconnecting the supply of the DC power to the\nelectric\nmotor when the\nelectric\nmotor experiences an over temperature condition with the motor temperature\nswitch.\n46. The method as set forth in any one of claims 34 to 45, further\ncomprising disposing\nat least one of the control panel, the control box, the\nelectric\nmotor and\neither of\nthe air compressor and the hydraulic fluid pump on a cargo bed of the service\nvehicle\n.\n47. The method as set forth in any one of claims 34 to 46, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n48. The method as set forth in any one of claims 34 to 47, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per' minute ("GPM").\nCA 2844410 2020-03-26 | NaN | NaN | NaN | Il est décrit un système monté sur un véhicule à moteur qui sert à contrôler un compresseur dair ou une pompe hydraulique. Le système peut également comprendre un boîtier de batterie ou un appareil de soudage alimenté par le moteur et configuré pour fournir un courant continu à un moteur électrique par lintermédiaire du contrôleur de moteur. Le moteur électrique peut faire fonctionner un compresseur dair qui peut comprendre un réservoir dair servant à stocker de lair comprimé. Le moteur électrique peut également faire fonctionner une pompe hydraulique pour faire fonctionner un système de fluide hydraulique sous pression. | True |
| 158 | Patent 2893569 Summary - Canadian Patents Database | CA 2893569 | NaN | MODIFICATION POWER SYSTEM KIT FOR EXISTINGVEHICLE | NECESSAIRE DE MODIFICATION DE SYSTEME DE PUISSANCE POUR VEHICULE EXISTANT | NaN | COLLINS, WALTER | 2016-07-19 | 2015-06-04 | BLAKE, CASSELS & GRAYDON LLP | English | COLLINS, WALTER | CLAIMS\nWhat is claimed is:\n1. A kit\nfor modification of a power system of an existing\nvehicle\n, the existing\nvehicle\nhaving\nan internal combustion engine coupled to a drive shaft and drive wheels driven\nby the drive\nshaft, the kit consisting of:\na traction motor with an\nelectric\npower input and a shaft power output, said\nshaft power\noutput attachable to the drive shaft of the existing\nvehicle\n;\na\nbattery\n, said\nbattery\ncoupled to said\nelectric\npower input of said traction\nmotor;\nan\nelectric\ngenerator configured to be powered by combustion of a fuel to\nproduce\nelectric\npower, said\nelectric\ngenerator having an\nelectric\npower output\ncoupled to said\nbattery\n;\nwherein a current controller is interposed between said\nbattery\nand said\ntraction motor,\nsaid current controller adapted to modify at least one of current and voltage\nfrom at least one\ncurrent controller input, said current controller outputting\nelectric\npower to\nthe traction motor,\nsaid current controller coupled to a\nvehicle\noperator control system including\nat least a\nthrottle for controlling\nvehicle\nspeed;\nwherein said current controller includes an inverter, said, inverter\nconverting DC power\nfrom said current controller into AC power, said inverter including at least\none interface for an\ninterconnect line to supply AC\nelectric\npower from the existing\nvehicle\nto AC\nelectric\npower\nutilizing equipment separate from the existing\nvehicle\n;\nwherein a radiator is oriented to receive airflow therethrough and to transfer\nheat from a\ncooling fluid, said cooling fluid routed to at least one of said inverter,\nsaid current controller, said\nbattery\n, said traction motor and said\nelectric\ngenerator;\nwherein a fan is located adjacent said radiator, said fan operating to affect\na rate of\nairflow through said radiator, said fan also rotatable based on airflow\nstriking against said fan\nwith said fan coupled to an\nelectric\ngenerator to supply\nelectric\npower to\nsaid current controller;\nwherein at least one photovoltaic cell is coupled to said\nbattery\nthrough a\nsolar power\noutput, said photovoltaic cell mountable upon a surface of the existing\nvehicle\n;\nwherein a fly wheel is coupled to a shaft power output of said traction motor,\nsaid fly\nwheel enhancing angular momentum of said drive shaft; and\nwherein at least one ram air turbine is coupled to the existing\nvehicle\nlocated spaced\nfrom said fan, said ram air turbine including an additional generator which\nconverts rotational\nshaft power from said ram air turbine into\nelectric\npower, said ram air\nturbine including an\n11\nelectric\npower output coupled at least indirectly to said traction motor to\nprovide additional\nelectric\npower input to said traction motor.\n2. The kit of claim 1 wherein a pair of ram air turbines are coupled to the\nexisting\nvehicle\non\nleft and right upper sides of a cab of the existing\nvehicle\n.\n3. The kit of claim 1 wherein said\nelectric\npower output from said ram air\nturbine is coupled\nto said traction motor through a switch, said switch adapted to supply\nelectric\npower from said\nram air turbine either to further energize said traction motor or to provide\nback-EMF braking of\nsaid traction motor.\n4. The kit of claim 3 wherein said traction motor is convertible from a\npower supplying\nmode and a regenerative braking mode where said traction motor is driven by\nsaid drive shaft\nand produces\nelectricity\nrouted back to said\nbattery\nfor charging of said\nbattery\n, while braking\nrotational velocity of said drive wheels.\n5. The kit of claim 1 wherein said\nelectric\ngenerator is in the form of a\nmulti-fuel generator,\nand wherein at least two separate fuel tanks are provided coupled to said\nelectric\ngenerator,\neach of said at least two tanks carrying a different fuel therein.\n6. A method for modification of a power system of an existing\nvehicle\n, the\nexisting\nvehicle\nhaving an internal combustion engine coupled to drive wheels through a drive\nshaft and\ndifferential, the method steps consisting of:\nremoving the internal combustion engine from the\nvehicle\n;\ninserting into the\nvehicle\na traction motor with an\nelectric\npower input and a\nshaft power\noutput, the shaft power output coupled to the drive shaft;\nplacing a\nbattery\ninto the\nvehicle\n, the\nbattery\ncoupled to the\nelectric\npower\ninput of the\ntraction motor;\nlocating an\nelectric\ngenerator into the\nvehicle\n, configured to produce\nelectric\npower, the\nelectric\ngenerator having an\nelectric\npower output coupled to the\nbattery\n,\nmounting a\nphotovoltaic cell on the\nvehicle\nand outputting\nelectric\npower from the\nphotovoltaic cell to the\nbattery\n;\n12\ninterposing a current controller between the\nbattery\nand the traction motor,\nthe current\ncontroller adapted to modify at least one of current and voltage from at least\none current\ncontroller input, the current controller outputting\nelectric\npower to the\ntraction motor, the current\ncontroller coupled to a\nvehicle\noperator control system including at least a\nspeed controller for\ncontrolling\nvehicle\nspeed, the current controller including an inverter, the\ninverter converting DC\npower from said current controller into AC power, the inverter including at\nleast one interface for\nan interconnect line to supply AC\nelectric\npower from the existing\nvehicle\nto\nAC\nelectric\npower\nutilizing equipment separate from the existing\nvehicle\n;\norienting a radiator to receive airflow therethrough and to transfer heat from\na cooling\nfluid, the cooling fluid routed to at least one of the inverter, the current\ncontroller, the\nbattery\n, the\ntraction motor and the\nelectric\ngenerator;\nwherein a fan is located adjacent the radiator, the fan operating to affect a\nrate of airflow\nthrough the radiator, the fan also rotatable based on airflow striking against\nthe fan with the fan\ncoupled to an\nelectric\ngenerator to supply\nelectric\npower to the current\ncontroller; and\nwherein said\nelectric\ngenerator is in the form of a multi-fuel generator, and\nwherein at\nleast two separate fuel tanks are provided coupled to said\nelectric\ngenerator,\neach of said at\nleast two tanks carrying a different fuel therein.\n7. The method of claim 6 including the further step of mounting at least\none ram air turbine\non the\nvehicle\nwith the ram air turbine configured to deliver\nelectric\npower\nat least indirectly to\nthe traction motor.\n8. The method of claim 7 wherein a pair of ram air turbines are coupled to\nthe existing\nvehicle\non left and right upper sides of a cab of the existing\nvehicle\n.\n9. The method of claim 7 wherein the\nelectric\npower output from the ram air\nturbine is\ncoupled to the traction motor through a switch, the switch adapted to supply\nelectric\npower from\nthe ram air turbine either to further energize the traction motor or to\nprovide braking of the\ntraction motor.\n10. The method of claim 9 wherein the traction motor is convertible from a\npower supplying\nmode to the drive shaft and a regenerative braking mode where the traction\nmotor is driven by\nthe drive shaft and produces\nelectricity\nrouted back to the\nbattery\nfor\ncharging of the\nbattery\n.\n13 | 14/301,794 | United States of America | 2014-06-11 | Un nécessaire permet le remplacement dun moteur à combustion interne par un moteur à traction, des batteries et une génératrice. Un régulateur de courant peut être présent et sert à optimiser les connexions électriques de la génératrice et des batteries au moteur à traction. Les divers accessoires produisant un courant électrique peuvent être incorporés au nécessaire, y compris des turbines à air dynamiques et des panneaux solaires. Le refroidissement de l'équipement peut être assuré par un radiateur et un ventilateur qui peuvent également facultativement agir comme une turbine à air dynamique. Les accessoires de production de courant peuvent être intégrés au nécessaire, dont un onduleur destiné à fournir un courant alternatif aux outils ou autre équipement fonctionnant en courant alternatif, ainsi quune alimentation de secours aux installations stationnaires. | True |
| 159 | Patent 2844410 Summary - Canadian Patents Database | CA 2844410 | NaN | DC-POWERED SYSTEM FOR CONTROLLING AN AIR COMPRESSOR OR HYDRAULIC FLUID PUMP | SYSTEME ALIMENTE EN CC POUR LE CONTROLE D'UN COMPRESSEUR A AIR OU D'UNE POMPE HYDRAULIQUE | NaN | WEFLEN, DARRYL | 2022-01-04 | 2014-03-03 | HAUGEN, J. JAY | English | WEFLEN, DARRYL | 1 7\nWE CLAIM:\n1. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) means for supplying a source of direct current ("DC") power, wherein the\nmeans for supplying a source of DC power is externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the means\nfor supplying a source of DC power is not operatively connected to the\nservice\nvehicle\nbattery\n;\nb) means for controlling a flow of the DC power;\nc) means for operating the air compressor or the hydraulic fluid pump upon\nbeing supplied with the flow of DC power;\nd) means for controlling the operating means, the controlling means located\nseparately from the operating means; and\ne) means for disconnecting a supply of the DC power to the operating means\nwhen the operating means experiences an over temperature condition.\n2. The apparatus as set forth in claim 1, wherein the means for supplying\nthe source\nof DC power further comprises one or more of a group consisting of at least\none\nDC\nbattery\n, a\nbattery\ncharger, an alternating current ("AC") power rectifier,\na\ntransfer switch for selecting between different sources of AC power, a welding\nunit\nconfigured for supplying DC power and a solar panel charging unit.\nDate Recue/Date Received 2020-12-10\n18\n3. The apparatus as set forth in claim 1 or claim 2, wherein the operating\nmeans\nfurther comprises an\nelectric\nmotor controller.\n4. The apparatus as set forth in any one of claims 1 to 3, wherein the\ncontrolling\nmeans further comprises means for switching DC power on and off to the air\ncompressor or to the hydraulic fluid pump.\n5. The apparatus as set forth in any one of claims 1 to 4, wherein the\noperating means\nfurther comprises a DC power solenoid configured for turning on and off the\nflow\nof DC power to an\nelectric\nmotor configured for operating the air compressor\nor the\nhydraulic fluid pump.\n6. The apparatus as set forth in any one of claims 1 to 5, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\nCA 2844410 2020-03-26\n19\n7. An apparatus for a service\nvehicle\n, the service\nvehicle\ncomprising a\nservice\nvehicle\nbattery\n, the apparatus comprising:\na direct current powered system for controlling an air compressor or a\nhydraulic fluid pump, the system configured for installation on or in the\nservice\nvehicle\n, the system further comprising:\na) at least one system\nbattery\nconfigured for supplying direct current\n("DC")\npower, wherein the at least one system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the at\nleast\none system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n;\nb) a control panel operatively connected to the at least one system\nbattery\n, the\ncontrol panel configured to control the flow of the DC power supplied by the\nat least one system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box, the control box located separately from the control panel;\nand\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\nCA 2844410 2020-03-26\n20\n8. The apparatus as set forth in claim 7, wherein the at least one system\nbattery\nis\ndisposed in a\nbattery\nbox, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for charging the at least one system\nbattery\n, the\nbattery\nbox\nfurther\nconfigured for receiving at least one source of alternating current ("AC')\npower for\npowering the\nbattery\ncharger.\n9. The apparatus as set forth in claim 8, wherein the\nbattery\nbox further\ncomprises\nan AC power transfer switch for controlling the flow of the at least one\nsource of\nAC power to the\nbattery\ncharger.\n10. The apparatus as set forth in any one of claims 7 to 9, further\ncomprising a solar\npanel charging unit configured for charging the at least one system\nbattery\n.\n11. The apparatus as set forth in any one of claims 7 to 10, wherein the\ncontrol panel\nfurther comprises a motor controller for controlling the flow of DC power to\nthe\nelectric\nmotor.\n12. The apparatus as set forth in any one of claims 7 to 11, wherein the\ncontrol box\nfurther comprises a switch configured for providing DC power to the air\ncompressor\nor to the hydraulic fluid pump.\n13. The apparatus as set forth in claim 7, wherein the air compressor\nfurther comprises\na screw-type air compressor.\n14. The apparatus as set forth in claim 13, further comprising an air tank\noperatively\nconnected to the screw-type air compressor.\nCA 2844410 2020-03-26\n21\n15. The apparatus as set forth in claim 13 or in claim 14, wherein the air\ncompressor\nfurther comprises a minimum pressure cut-off switch configured to keep the air\ncompressor running if air pressure within the air compressor is greater than a\npredetermined threshold.\n16. The apparatus as set forth in claim 7, further comprising a pressurized\nhydraulic\nfluid system operatively connected to the hydraulic fluid pump.\n17. The apparatus as set forth in claim 16, wherein the hydraulic fluid\nsystem\ncomprises one or more of a group consisting of hydraulic fluid tanks,\nhydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n18. The apparatus as set forth in any one of claims 7 to 17, wherein at\nleast one of the\ncontrol panel, the control box, the\nelectric\nmotor and either of the air\ncompressor\nand the hydraulic fluid pump is configured to be disposed on a cargo bed of\nthe\nservice\nvehicle\n.\n19. The apparatus as set forth in any one of claims 7 to 18, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n20. The apparatus as set forth in any one of claims 7 to 19, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nCA 2844410 2020-03-26\n22\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per minute ("GPM"),\n21. An improved service\nvehicle\nfor servicing heavy duty equipment,\nmachinery and\nvehicles\n, the improved service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe\nimprovement comprising:\na direct current ("DC") powered system configured for controlling an air\ncompressor or a hydraulic fluid pump, the system for configured for\ninstallation on\nor in the service\nvehicle\n, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid;\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n;\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel;\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel; and\nCA 2844410 2020-03-26\n23\ne) a motor temperature switch configured to disconnect a supply of\nthe DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition.\n22. The improved service\nvehicle\nas set forth in claim 21, wherein the\nsystem\nbattery\nis disposed in a\nbattery\nbox configured to be positioned on a cargo bed of the\nservice\nvehicle\n, the\nbattery\nbox further comprising a\nbattery\ncharger\nconfigured for\ncharging the system\nbattery\n, the\nbattery\nbox further configured for receiving\na\nsource of alternating current ("AC") power for powering the\nbattery\ncharger.\n23. The improved service\nvehicle\nas set forth in claim 22, wherein the\nbattery\nbox\nfurther comprises an AC power transfer switch for controlling the flow of the\nsource\nof AC power to the\nbattery\ncharger.\n24. The improved service\nvehicle\nas set forth in any one of claims 21 to\n23, wherein\nthe control panel further comprises a motor controller for controlling a flow\nof the\nDC power to the\nelectric\nmotor.\n25. The improved service\nvehicle\nas set forth in any one of claims 21 to\n24, wherein\nthe system comprises the air compressor.\n26. The improved service\nvehicle\nas set forth in claim 25, wherein the air\ncompressor\nfurther comprises a screw-type air compressor.\n27. The improved service\nvehicle\nas set forth in claim 25 or in claim 26,\nwherein the\nsystem further comprises an air tank operatively connected to the air\ncompressor.\n28. The improved service\nvehicle\nas set forth in any one of claims 21 to\n27, wherein\nthe system further comprises the hydraulic fluid pump.\nCA 2844410 2020-03-26\n24\n29. The improved service\nvehicle\nas set forth in claim 28, further\ncomprising a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\n30. The improved service\nvehicle\nas set forth in claim 29, wherein the\nhydraulic fluid\nsystem comprises a member of a group consisting of hydraulic fluid tanks,\nhydraulic fluid accumulators, coolers and heat exchangers, hydraulic fluid\nfilters\nand filtration components, hydraulic motors, control valves, swash plates,\nhydraulically-operated rams and cylinders, hydraulic fluid hoses, lines and\nfittings,\nhydraulic fluid manifolds, hydraulic fluid pressure gauges and transducers,\nand\nhydraulic fluid pressure switches.\n31. The improved service\nvehicle\nas set forth in any one of claims 21 to\n30, wherein at\nleast one of the control panel, the control box, the\nelectric\nmotor and either\nof the\nair compressor and the hydraulic fluid pump is configured to be disposed on a\ncargo bed of the service\nvehicle\n.\n32. The improved service\nvehicle\nas set forth in any one of claims 21 to\n31, wherein\nthe service\nvehicle\nlacks a power take-off ("PTO") system to operate the air\ncompressor or the hydraulic fluid pump.\n33. The improved service\nvehicle\nas set forth in any one of claims 21 to\n32, wherein\nthe system is configured to power the air cornpressor to provide compressed\nair at\na pressure of at least 100 pounds per square inch ("PSI") at least at a rate\nof 60\ncubic feet per minute ("CFM") or to power the hydraulic fluid pump to pump\nhydraulic fluid up to at least 3000 PSI at a rate up to 12 gallons per minute\n("GPM").\nCA 2844410 2020-03-26\n25\n34. A method for improving a service\nvehicle\nfor servicing heavy duty\nequipment,\nmachinery and\nvehicles\n, the service\nvehicle\ncomprising a service\nvehicle\nbattery\n,\nthe method comprising:\nreceiving a direct current ("DC") powered system configured for controlling\nan air compressor or a hydraulic fluid pump, the system further comprising:\na) a system\nbattery\n, wherein the system\nbattery\nis externally charged and\nelectrically\nisolated from the service\nvehicle\nbattery\n, and wherein the system\nbattery\nis not operatively connected to the service\nvehicle\nbattery\n, the\nsystem\nbattery\nconfigured for supplying a direct current ("DC") power to\npower the air compressor to provide a compressed air or to power the\nhydraulic fluid pump to pump a hydraulic fluid,\nb) a control panel operatively connected to the system\nbattery\n, the control\npanel configured to control a flow of the DC power supplied by the system\nbattery\n,\nc) an\nelectric\nmotor operatively connected to the control panel, the\nelectric\nmotor configured to operate the air compressor or the hydraulic fluid pump\nupon the DC power being supplied to the\nelectric\nmotor by the control panel,\nd) a control box operatively connected to the control panel via a control\ncable,\nthe control box configured for activating and deactivating the control panel,\nthe control box disposed separately from the control panel, and\ne) a motor temperature switch configured to disconnect a supply of the DC\npower to the\nelectric\nmotor when the\nelectric\nmotor experiences an over\ntemperature condition; and\ninstalling the system on or in the service\nvehicle\n.\nCA 2844410 2020-03-26\n26\n35. The method as set forth in claim 34, further comprising installing the\nsystem\nbattery\nin a\nbattery\nbox configured to be positioned on a cargo bed of the service\nvehicle\n,\nthe\nbattery\nbox further comprising a\nbattery\ncharger configured for charging\nthe\nsystem\nbattery\n, the\nbattery\nbox further configured for receiving a source of\nalternating current ("AC") power for powering the\nbattery\ncharger.\n36. The method as set forth in claim 35, further comprising controlling the\nflow of the\nsource of AC power to the\nbattery\ncharger with an AC power transfer switch\ndisposed in the\nbattery\nbox.\n37. The method as set forth in claim 35 or in claim 36, further comprising\ncharging the\nsystem\nbattery\nwith a solar panel charging unit configured for charging the\nsystem\nbattery\n.\n38. The method as set forth in any one of claims 34 to 37, further\ncomprising controlling\na flow of the DC power to the\nelectric\nmotor with a motor controller disposed\nin the\ncontrol panel.\n39. The method as set forth in any one of claims 34 to 38, wherein the\nsystem further\ncomprises the air compressor.\n40. The method as set forth in claim 39, wherein the air compressor further\ncomprises\na screw-type air compressor.\n41. The method as set forth in claim 39 or in claim 40, wherein the system\nfurther\ncomprises an air tank operatively connected to the air compressor.\n42. The method as set forth in any one of claims 34 to 41, wherein the\nsystem further\ncomprises the hydraulic fluid pump.\n43. The method as set forth in claim 42, wherein the system further\ncomprises a\npressurized hydraulic fluid system operatively connected to the hydraulic\nfluid\npump.\nCA 2844410 2020-03-26\n27\n44. The method as set forth in claim 43, wherein the hydraulic fluid system\ncomprises\na member of a group consisting of hydraulic fluid tanks, hydraulic fluid\naccumulators, coolers and heat exchangers, hydraulic fluid filters and\nfiltration\ncomponents, hydraulic motors, control valves, swash plates, hydraulically-\noperated rams and cylinders, hydraulic fluid hoses, lines and fittings,\nhydraulic fluid\nmanifolds, hydraulic fluid pressure gauges and transducers, and hydraulic\nfluid\npressure switches.\n45. The method as set forth in any one of claims 34 to 44, further\ncomprising\ndisconnecting the supply of the DC power to the\nelectric\nmotor when the\nelectric\nmotor experiences an over temperature condition with the motor temperature\nswitch.\n46. The method as set forth in any one of claims 34 to 45, further\ncomprising disposing\nat least one of the control panel, the control box, the\nelectric\nmotor and\neither of\nthe air compressor and the hydraulic fluid pump on a cargo bed of the service\nvehicle\n.\n47. The method as set forth in any one of claims 34 to 46, wherein the\nservice\nvehicle\nlacks a power take-off ("PTO") system to operate the air compressor or the\nhydraulic fluid pump.\n48. The method as set forth in any one of claims 34 to 47, wherein the\nsystem is\nconfigured to power the air compressor to provide compressed air at a pressure\nof\nat least 100 pounds per square inch ("PSI") at least at a rate of 60 cubic\nfeet per\nminute ("CFM") or to power the hydraulic fluid pump to pump hydraulic fluid up\nto\nat least 3000 PSI at a rate up to 12 gallons per' minute ("GPM").\nCA 2844410 2020-03-26 | NaN | NaN | NaN | Il est décrit un système monté sur un véhicule à moteur qui sert à contrôler un compresseur dair ou une pompe hydraulique. Le système peut également comprendre un boîtier de batterie ou un appareil de soudage alimenté par le moteur et configuré pour fournir un courant continu à un moteur électrique par lintermédiaire du contrôleur de moteur. Le moteur électrique peut faire fonctionner un compresseur dair qui peut comprendre un réservoir dair servant à stocker de lair comprimé. Le moteur électrique peut également faire fonctionner une pompe hydraulique pour faire fonctionner un système de fluide hydraulique sous pression. | True |
| 160 | Patent 2781346 Summary - Canadian Patents Database | CA 2781346 | NaN | SYSTEM FOR AUTO-EXCHANGING OFELECTRICVEHICLEBATTERY | SYSTEME D'ECHANGE AUTOMATIQUE DE BATTERIE DE VEHICULE ELECTRIQUE | NaN | YU, CHI-MAN | 2015-12-01 | 2012-06-22 | BRION RAFFOUL | English | MOTEX PRODUCTS CO., LTD., KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION, INDUSTRY-UNIVERSITY COOPERATION FOUNDATION OF KOREA AEROSPACE UNIVERSITY | 23\nWhat is claimed is:\n1. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na horizontal frame of a predetermined area formed at a\nlocation higher than the\nelectric\nvehicle\n;\na plurality of\nbattery\nstands formed on a bottom surface of\nthe horizontal frame at a predetermined interval;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides of the horizontal frame,\nrespectively;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and a grasping means installed on a lower end of the\nmovable rail and adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\nbattery\nseated on the\nbattery\nstand and exchange\neach other.\n2. The system as claimed in claim 1, wherein, when there are n\nbattery\nstands, at least (n-1) discharged\nbatteries\nor fully-\ncharged\nbatteries\nare seated on the\nbattery\nstands.\n24\n3. The system as claimed in claim 1, further comprising:\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess.\n4. The system as claimed in claim 3, wherein the image sensing\ndevice comprises:\na CCD camera adapted to take images to determine whether the\nbattery\nmounting recess is in a movement area of the movable\nrail or not when the\nelectric\nvehicle\nstopped;\nan image information processing unit adapted to receive an\nimage signal from the CCD camera and process the image signal;\na memory unit adapted to store a reference value for position\ncorrection of the movable rail; and\n25\na calculation unit adapted to calculate a position correction\nvalue based on the reference value stored in the memory unit and\na stop position of the\nelectric\nvehicle\ndetected by the image\ninformation processing unit, and\nthe control unit is adapted to apply an operating signal to\nthe driving means, based on the position correction value\ncalculated by the calculation unit, so as to drive positions of\nthe variable guide rail and the movable rail from absolution\npositions to corrected positions.\n5. The system as claimed in claim 4, wherein at least two CCD\ncameras are positioned diagonally to minimize errors occurring\nduring image recognition by the image recognition device.\n6. The system as claimed in claim 3, wherein each\nbattery\nstand is supplied with\nelectricity\nto charge a discharged\nbattery\n.\n7. The system as claimed in claim 6, wherein the control unit\nis circuit-connected to respective\nbattery\nstands and adapted to\ndetermine whether a\nbattery\nis seated or not, determine whether\nrespective\nbatteries\nseated on the\nbattery\nstands are fully\ncharged or not, and control the driving means of the movable\nrail and the variable guide rail so that a discharged\nbattery\n26\npicked up from the\nelectric\nvehicle\nis transferred to an empty\nbattery\nstand and a fully-charged\nbattery\nis solely transferred\nto the\nelectric\nvehicle\n.\n8. A system for automatically exchanging a\nbattery\nof an\nelectric\nvehicle\n, an\nelectric\nbattery\nbeing mounted on a side of\nan upper portion of the\nvehicle\n, the system comprising:\na loader formed at a location higher than the\nelectric\nvehicle\n, the loader having loading space units of multiple tiers\nand multiple columns;\nbattery\nstands arranged on respective loading space units of\nthe loader and adapted to move horizontally to a loading space\nunit of a different column;\na pair of fixed guide rails arranged and installed on front\nand rear sides or left and right sides, respectively, with\nregard to an upper portion of the loader and the upper portion\nof the\nelectric\nvehicle\n;\na variable guide rail adapted to move horizontally along X-\naxis or Y-axis along the fixed guide rails;\na movable rail adapted to move horizontally along Y-axis or X-\naxis along the variable guide rail and ascend/descend\nvertically; and\na grasping means installed on a lower end of the movable rail\nand adapted to pick up a\nbattery\nof the\nelectric\nvehicle\nor a\n27\nbattery\ntransferred to the upper portion of the loader and\nexchange each other.\n9. The system as claimed in claim 8, wherein the loader has\nloading space units of multiple tiers and three columns, the\nloading space units of the center column have upward/downward\nopenings so that a lifting/lowering rod ascends/descends\nupwards/downwards through the openings, and\nbattery\nstands\nloaded with fully-charged\nbatteries\nare arranged on the loading\nspace units of the left and right columns, which are positioned\non both sides of the loading space units of the center column,\nand adapted to slide horizontally.\n10. The system as claimed in claim 9, wherein through-holes are\nformed on the\nbattery\nstands so that the lifting/lowering rod\ncan pass.\n11. The system as claimed in claim 9, wherein a receiving space\nunit is formed near a lowest one of the loading space units of\nthe left or right column so that a\nbattery\nstand loaded with a\nfully-charged\nbattery\nor a discharged\nbattery\nis received in a\nloading space unit of the loader.\n12. The system as claimed in claim 8, further comprising:\n28\na stop monitoring sensor unit adapted to sense whether the\nelectric\nvehicle\nhas stopped at a stop line or not;\nan image sensing device adapted to sense whether a\nbattery\nmounting recess is positioned in a movement area of the movable\nrail when the\nelectric\nvehicle\nstopped and sense in what range\nthe\nbattery\nmounting recess is positioned from an absolute\nposition of the movable rail; and\na control unit adapted to apply an operating signal to drive\nthe variable guide rail and the movable rail, based on a sensing\nsignal from the image sensing device, so that the grasping means\nof the movable rail is positioned on an identical vertical line\nwith the\nbattery\nmounting recess. | NaN | NaN | NaN | Linvention concerne un système permettant lautoéchange dune batterie de véhicule électrique. Le système comprend ceci : un cadre horizontal dune superficie prédéterminée formé à un emplacement plus élevé que le véhicule électrique; plusieurs plates-formes pour batteries formées sur une surface de fond du cadre horizontal à un intervalle prédéterminé; une paire de rails-guides fixes disposés sur les côtés avant et arrière ou sur les côtés gauche et droit du cadre horizontal, respectivement; un rail-guide variable adapté pour se déplacer à lhorizontale le long de laxe de X et de laxe des Y, le long des rails-guides fixes; un rail mobile adapté pour se déplacer à lhorizontale le long de laxe des Y ou de laxe des X, le long du rail-guide variable et pour monter ou descendre à la verticale; et un élément de prise installé sur une extrémité inférieure du rail mobile et adapté pour ramasser une batterie du véhicule électrique ou une batterie sise sur la plate-forme pour batterie et les échanger entre elles. | True |
| 161 | Patent 2972374 Summary - Canadian Patents Database | CA 2972374 | NaN | ELECTRICVEHICLE | VEHICULE ELECTRIQUE | NaN | STENBERG, KURT E., NOTARO, JOEL M., LEONARD, JOSH J., CRAIN, STEPHEN G., SABOURIN, DENNIS P., OLSEN, RUSS G., MAKI, RICHARD R., MALONE, AMBER PATRICIA, GILLINGHAM, BRIAN R., JOHNSTUN, JEREMIAH TRAVIS | 2018-12-18 | 2010-06-15 | MARKS & CLERK | English | POLARIS INDUSTRIES INC. | What is claimed is:\n1. An\nelectric\nvehicle\n, comprising:\na frame;\na plurality of ground engaging members supporting the frame;\nan\nelectric\nmotor supported by the frame and operatively coupled to at least\none\nof the plurality of ground engaging members to propel the\nvehicle\n;\na\nbattery\nsupply supported by the frame, the\nbattery\nsupply being operatively\ncoupled to the\nelectric\nmotor;\na plurality of chargers supported by the frame operatively coupled to the\nbattery\nsupply to charge the\nbattery\nsupply, the plurality of chargers being coupled\nto the\nbattery\nsupply in parallel;\nan electronic controller operatively coupled to the\nelectric\nmotor to control\noperation of the\nelectric\nmotor;\nan operator area supported by the frame, the operator area including seating\nand\noperator controls, at least a first operator control providing an input to the\nelectronic\ncontroller regarding a desired speed of the\nelectric\nvehicle\n, wherein the\nplurality of\nchargers are positioned forward of a front plane of the seating and the\nelectric\nmotor is\npositioned rearward of the front plane of the seating, and wherein the\nbattery\nsupply is\npositioned generally under the seating;\na first differential supported by the frame rearward of the front plane of the\nseating and operatively coupled to at least a first ground engaging member\nwhich is\nrearward of the front plane of the seating, the\nelectric\nmotor being\noperatively coupled to\nthe first differential;\na second differential supported by the frame forward of the front plane of the\nseating and operatively coupled to at least a second ground engaging member\nwhich is\nforward of the front plane of the seating, the\nelectric\nmotor being\noperatively coupled to\nthe second differential; and\na prop shaft coupling the\nelectric\nmotor to the second differential, wherein\nthe\nbattery\nsupply is divided into a plurality of\nbattery\ngroups leaving at least\none longitudinal\nopening therebetween, the prop shaft extending through the longitudinal\nopening.\n2. The\nelectric\nvehicle\nof claim 1, further comprising a cargo carrying\nportion\npositioned rearward of the front plane of the seating and a generator\nsupported by the\ncargo carrying portion and\nelectrically\ncoupled to at least one of the\nplurality of chargers.\n-38-\n3. The\nelectric\nvehicle\nof claim 2, wherein the generator is removably\ncoupled to the\ncargo carrying portion through at least one expansion retainer.\n4. The\nelectric\nvehicle\nof claim 2 or 3, wherein the cargo carrying portion\nis a cargo\nbed and an\nelectrical\ncable which couples the generator to the at least one of\nthe\nplurality of chargers is routed between the operator area and the cargo bed.\n5. The\nelectric\nvehicle\nof any one of claims 1 to 4, wherein the plurality\nof chargers\nare coupled to a common connector which is adapted to be coupled to a charging\ncable.\n6. An\nelectric\nvehicle\n, comprising:\na frame;\na plurality of ground engaging members supporting the frame;\nan\nelectric\nmotor supported by the frame and operatively coupled to at least\none\nof the plurality of ground engaging members to propel the\nvehicle\n;\na\nbattery\nsupply supported by the frame, the\nbattery\nsupply being operatively\ncoupled to the\nelectric\nmotor;\na plurality of chargers supported by the frame operatively coupled to the\nbattery\nsupply to charge the\nbattery\nsupply, the plurality of chargers being coupled\nto the\nbattery\nsupply in parallel;\nan electronic controller operatively coupled to the\nelectric\nmotor to control\noperation of the\nelectric\nmotor;\nan operator area supported by the frame, the operator area including seating\nand\noperator controls, at least a first operator control providing an input to the\nelectronic\ncontroller regarding a desired speed of the\nelectric\nvehicle\n;\na cargo carrying portion positioned rearward of a front plane of the seating;\nand\na generator supported by the cargo carrying portion and\nelectrically\ncoupled\nto at\nleast one of the plurality of chargers, wherein the cargo carrying portion is\na cargo bed\nand an\nelectrical\ncable which couples the generator to the at least one of the\nplurality of\nchargers is routed between the operator area and the cargo bed.\n7. The\nelectric\nvehicle\nof claim 6, wherein the plurality of chargers are\npositioned\nforward of the front plane of the seating and the\nelectric\nmotor is positioned\nrearward of\nthe front plane of the seating.\n-39-\n8. The\nelectric\nvehicle\nof claim 6, wherein the\nbattery\nsupply is\npositioned generally\nunder the seating.\n9. The\nelectric\nvehicle\nof any one of claims 6 to 8, further comprising a\nfirst\ndifferential supported by the frame rearward of the front plane of the seating\nand\noperatively coupled to at least a first ground engaging member which is\nrearward of the\nfront plane of the seating, the\nelectric\nmotor being operatively coupled to\nthe first\ndifferential;\na second differential supported by the frame forward of the front plane of the\nseating and operatively coupled to at least a second ground engaging member\nwhich is\nforward of the front plane of the seating, the\nelectric\nmotor being\noperatively coupled to\nthe second differential; and\na prop shaft coupling the\nelectric\nmotor to the second differential, wherein\nthe\nbattery\nsupply is divided into a plurality of\nbattery\ngroups leaving at least\none longitudinal\nopening therebetween, the prop shaft extending through the longitudinal\nopening.\n10. The\nelectric\nvehicle\nof any one of claims 6 to 9, wherein the generator\nis\nremovably coupled to the cargo carrying portion through at least one expansion\nretainer.\n11. The\nelectric\nvehicle\nof any one of claims 6 to 10, wherein the\nplurality of chargers\nare coupled to a common connector which is adapted to be coupled to a charging\ncable,\nand wherein the charging cable is adapted to be coupled to an\nelectrical\npower\nsource.\n-40- | 12/484921 | United States of America | 2009-06-15 | Un véhicule électrique comprend un cadre, une pluralité déléments de prise au sol supportant le cadre, un moteur électrique supporté par le cadre et couplé de manière fonctionnelle à au moins un des éléments de prise au sol pour propulser le véhicule, une alimentation par batterie supportée par le cadre, ladite alimentation étant couplée de manière fonctionnelle au moteur électrique, et une pluralité de chargeurs supportés par le cadre couplés de manière fonctionnelle à lalimentation par batterie pour charger lalimentation par batterie, la pluralité de chargeurs étant couplés à lalimentation par batterie en parallèle. Le véhicule comprend également un dispositif de commande électronique couplé au moteur électrique pour en commander le fonctionnement, et une zone de conducteur supportée par le cadre, celle-ci comportant des sièges et des commandes de conducteur, au moins une première commande de conducteur fournissant une entrée au dispositif de commande électronique concernant une vitesse souhaitée du véhicule. Les chargeurs sont positionnés à lavant dun plan avant des sièges, le moteur électrique est positionné à larrière du plan avant des sièges et lalimentation par batterie est positionnée généralement sous les sièges. Le véhicule comporte également un premier différentiel supporté par le cadre à larrière du plan avant des sièges et couplé de manière fonctionnelle à au moins un premier élément de prise au sol situé à larrière du plan avant des sièges, le moteur électrique étant couplé de manière fonctionnelle au premier différentiel. Le véhicule est muni enfin dun deuxième différentiel supporté par le cadre à lavant du plan avant des sièges et couplé de manière fonctionnelle à au moins un deuxième élément de prise au sol situé à larrière du plan avant des sièges, le moteur électrique étant couplé de manière fonctionnelle au deuxième différentiel, et un arbre de transmission couplant le moteur électrique au deuxième différentiel, lalimentation par batterie étant divisée en une pluralité de groupes de batteries laissant au moins une ouverture longitudinale entre eux, larbre de transmission sétendant à travers louverture longitudinale. | True |
| 162 | Patent 3085373 Summary - Canadian Patents Database | CA 3085373 | NaN | ADAPTIVE REGENERATION SYSTEMS FORELECTRICVEHICLES | SYSTEMES DE REGENERATION ADAPTATIVE POUR VEHICULES ELECTRIQUES | NaN | BOTTS, RICHARD EDWARD, FABIANI, BLAKELY LANE | NaN | 2019-01-25 | BORDEN LADNER GERVAIS LLP | English | PREMERGY, INC. | CA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-27-\nCLAIMS\nTHAT WHICH IS CLAIMED IS:\n1. A method comprising:\ndetermining, by one or more computer processors coupled to at least one memory\nof an adaptive regeneration system, that an\nelectric\nvehicle\nis decelerating;\ndetermining an output voltage of a power source at the\nelectric\nvehicle\n;\ndetermining that a voltage potential of a\nbattery\nsystem at the\nelectric\nvehicle\nis\ngreater than the output voltage; and\ncausing the voltage potential of the\nbattery\nsystem to be modified to a value\nequal\nto or less than the output voltage.\n2. The method of claim 1, further comprising:\ndetermining that the output voltage has decreased from a first value to a\nsecond value;\ncausing the voltage potential of the\nbattery\nsystem to be modified to a value\nequal to or\nless than the second value.\n3. The method of claim 1, wherein the voltage potential of the\nbattery\nsystem is\nmodified using one or more switches or mosfets to change connections between\nindividual\nbatteries\nof the\nbattery\nsystem to series connections or parallel connections.\n4. The method of claim 1, further comprising:\ndynamically matching the voltage potential of the\nbattery\nsystem to the output\nvoltage of the power source.\n5. The method of claim 1, further comprising:\ndetermining that the\nelectric\nvehicle\nspeed is equal to or less than 25 miles\nper\nhour.\n6. The method of claim 1, wherein causing the voltage potential of the\nbattery\nsystem\nto be modified to the value equal to or less than the output voltage\ncomprises:\nCA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-28-\nchanging a first connection between a first\nbattery\nof the\nbattery\nsystem and\na\nsecond\nbattery\nof the\nbattery\nsystem from a series connection to a parallel\nconnection\nusing one or more switches or mosfets.\n7. The method of claim 6, further comprising:\nchanging a second connection between the second\nbattery\nof the\nbattery\nsystem\nand a third\nbattery\nof the\nbattery\nsystem from a parallel connection to a\nseries connection\nusing one or more switches or mosfets; and\ndetermining that the voltage potential of the\nbattery\nsystem is less than the\noutput voltage.\n8. The method of claim 1, further comprising:\ndetermining a percentage of a maximum braking force being applied at the\nelectric\nvehicle\ndetermining a\nvehicle\nspeed;\ndetermining a\nbattery\nsystem temperature;\ndetermining an ambient temperature;\ndetermining an ambient humidity;\ndetermining a current output of the power source; and\ndetermining a voltage potential value at which to set the voltage potential\nbased at\nleast in part on the percentage, the\nvehicle\nspeed, the\nbattery\nsystem\ntemperature, the\nambient temperature, the ambient humidity, and the current output.\n9. The method of claim 1, further comprising:\ndetermining that a braking system is being applied at the\nelectric\nvehicle\nprior to activating\nthe adaptive regeneration system.\n10. An adaptive regeneration system for an\nelectric\nvehicle\ncomprising:\na power source;\na set of\nbatteries\nconfigured to receive energy from the power source; and\na controller configured to change a configuration between respective\nbatteries\nof\nthe set of\nbatteries\nfrom a series configuration to a parallel configuration,\nwherein the\nCA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-29-\ncontroller configures the set of\nbatteries\nto have a voltage potential that is\nwithin a\nthreshold value of an output voltage of the power source;\nwherein the respective\nbatteries\nof the set of\nbatteries\nare configured to\ncharge and\ndischarge at different voltages.\n11. The adaptive regeneration system of claim 10, wherein the power source\ncomprises\none or more of a generator, an alternator, or a dynamo.\n12. The adaptive regeneration system of claim 10, wherein the change in the\nconfiguration of the set of\nbatteries\ncauses a change in a total voltage\npotential of the set of\nbatteries\n.\n13. The adaptive regeneration system of claim 10, wherein the controller is\nfurther\nconfigured to change the configuration of the set of\nbatteries\nto a combined\nconfiguration\nincluding series and parallel connections.\n14. The adaptive regeneration system of claim 10, wherein the controller is\nconfigured\nto monitor the output voltage of the power source, and to control a current\noutput or a\nvoltage potential of the power source using one or more switches or\ntransistors.\n15. The adaptive regeneration system of claim 10, wherein the controller is\nfurther\nconfigured to determine inputs of individual\nbattery\nvoltages of the set of\nbatteries\n, states\nof charge of the set of\nbatteries\n,\nbattery\ntemperatures,\nbattery\nvoltages,\ncurrent output from\nthe power source, ambient temperature, and ambient humidity; and\nwherein the controller is configured to change the configuration between the\nrespective\nbatteries\nbased at least in part on the inputs.\n16. The adaptive regeneration system of claim 10, wherein the voltage\npotential is less\nthan the output voltage.\n17. The adaptive regeneration system of claim 10, wherein the threshold\nvalue is a\npredetermined percentage or an absolute value.\nCA 03085373 2020-06-02\nWO 2019/136492\nPCT/US2019/015105\n-30-\n18. A charging system comprising:\na generator comprising a first rotor and a second rotor, wherein the first\nrotor and\nthe second rotor are configured to create perpendicular current paths that\nreduce back\nelectromagnetic force and reduce eddy current formation;\na set of\nbatteries\n;\none or more switches or mosfets configured to create series or parallel\nconnections\nbetween individual\nbatteries\nof the set of\nbatteries\n; and\na controller configured to:\ndetermine that an\nelectric\nvehicle\nis decelerating;\ncause the first rotor to generate power;\ndetermine that brakes of the\nelectric\nvehicle\nare engaged; and\ncause the second rotor to generate power.\n19. The charging system of claim 18, wherein the controller is further\nconfigured to:\ndetermine a current output of the generator; and\ncause either a series connection or a parallel connection to be created\nbetween the\nfirst\nbattery\nand the second\nbattery\nbased at least in part on the current\noutput.\n20. The charging system of claim 18, wherein the controller is further\nconfigured to:\ndirect back electromagnetic force or eddy currents to the first rotor or the\nsecond\nrotor to cause the\nelectric\nvehicle\nto slow down. | NaN | NaN | NaN | L'invention concerne des systèmes et des procédés destinés à des systèmes de régénération adaptative destinés à des véhicules électriques. Dans un mode de réalisation, un procédé donné à titre d'exemple peut consister à déterminer, par un système de régénération adaptative, qu'un véhicule électrique est en décélération, à déterminer une tension de sortie d'une alimentation électrique au niveau du véhicule électrique, à déterminer qu'un potentiel électrique d'un système de batterie est supérieur à la tension de sortie, au niveau du véhicule électrique, et à induire la modification du potentiel électrique du système de batterie à une valeur inférieure ou égale à la tension de sortie. | True |
| 163 | Patent 2184578 Summary - Canadian Patents Database | CA 2184578 | NaN | BATTERYENERGY MONITORING CIRCUITS | CIRCUITS DE SURVEILLANCE DE L'ENERGIE DE BATTERIES | NaN | NOR, JIRI K. | 2000-06-27 | 1996-01-15 | RIDOUT & MAYBEE LLP | English | ECOTALITY, INC. | 31\nWHAT IS CLAIMED IS:\n1. A monitoring and control apparatus for a\nbattery\n(12, 14, 72, 84)\nwhich comprises a long chain of series connected cells or\nbattery\nmodules (14,\nK, L, M, 76), said monitoring and control apparatus being a circuit comprising:\na main control module (16) having a plurality of input and output\nports (48, 50, 52, 54, 56, 58);\nat least one\nbattery\nmonitoring module (18) having input and output\ncommunications with said main control module; and\na current sensor means (40) in series with said long chain\nbattery\n,\nand having a sensed current input to said main control module;\nwherein said main control module includes current control means,\nmeans controlling external means or circuits used for periodically interrupting or\nchanging the current flow in said long chain\nbattery\n, voltage reading means for\nreceiving and storing voltage information from each of said\nbattery\nmonitoring\nmodules, timing means, microprocessor means, annunciator means,\nbattery\nmonitoring module control means, temperature monitoring means, and serial\ncommunications bus means (24);\nwherein each of said\nbattery\nmonitoring modules includes serial\ncommunications bus means (26), and data acquisition circuitry which comprises\ncell or\nbattery\nvoltage monitoring means for each cell or\nbattery\nmodule with\nwhich it is associated, and control means for controlling switches that are within\nor series connected with each of said cells or\nbattery\nmodules;\nwherein said main control module and said\nbattery\nmonitoring\nmodules are in communication with one another over said serial communications\nbus means; and\nwherein said data acquisition circuitry in each of said\nbattery\nmonitoring modules is galvanically connected with the respective cells or\nbattery\nmodules with which it is associated, and galvanically isolated from said serial\ncommunications bus means.\n32\n2. The apparatus of claim 1, when installed in an\nelectric\nvehicle\ntogether with said\nbattery\n;\nwherein said main control module further includes a\nvehicle\ncommunication bus (30) which provides control, monitoring, and feedback\ncommunications to and from a drive controller in said\nelectric\nvehicle\n;\nwherein said\nelectric\nvehicle\nhas an\nelectric\nmotor (32) and a\ntraction controller (34) therefor connected in series across said\nbattery\n, and other\nvehicle\nelectrical\nloads (36) in parallel with said\nelectric\nmotor and traction\ncontroller, and a power delivery connector (42a, 42b) for delivering charging\ncurrent from a source thereof to said\nbattery\n;\nwherein said drive controller controls said traction controller and\nsaid\nelectric\nmotor over said\nvehicle\ncommunication bus; and\nwherein terminals and other junctions in said power delivery\nconnector and said\nelectric\nmotor are connected to monitoring means therefor\nwithin said respective\nbattery\nmonitoring modules.\n3. The apparatus of claim 2, wherein said main control module further\nincludes a charge control interface means (48) to control charging of said\nbattery\nwhen it is connected through said charge connector to a\nbattery\ncharger, an\nauxiliary data port as may be required (52), and at least one or more other\nauxiliary inputs and outputs (54, 56) as may be required to monitor and control\ndisplays and other\nelectrically\noperating appliances and auxiliary equipment as are\nlocated in said\nelectric\nvehicle\n; an input (58) from an external ambient\ntemperature sensor (60) which is mounted in said\nelectric\nvehicle\n, and at least one\nor more other microprocessors and switches as may be required to monitor and\ncontrol the input, output, or operation of said other\nelectrically\noperating\nappliances and auxiliary equipment, and said external ambient temperature sensor.\n4. The apparatus of claim 2, wherein each said\nbattery\nmonitoring\nmodule further includes at least one or more other auxiliary inputs and outputs\n(54, 56) as may be required to monitor and control any\nelectrically\noperating\n33\nappliances and auxiliary circuits or equipment that are associated with the\nrespective cells or\nbattery\nmodules with which said\nbattery\nmonitoring module\n(18) is associated; and\nwherein said\nbattery\nmonitoring module further includes one or\nmore additional inputs and outputs (62) as may be required to connect and control\nany sensors for cell or\nbattery\ntemperature or internal cell or\nbattery\npressure or\nelectrolyte level for each individual cell or\nbattery\nmodule with which said\nbattery\nmonitoring module is associated.\n5. The apparatus of claim 1, wherein data and other transmissions over\nsaid serial communications bus means are digitally encoded.\n6. The apparatus of claim 4, wherein all\nbattery\ncurrent carrying\nwiring (38) which is external to each cell or\nbattery\nmodule is, itself, monitored\nfor changes in resistance or voltage which may occur therein by one or more\nrespective\nbattery\nmonitoring modules through a respective input thereto.\n7. The apparatus of claim 4, wherein all wiring (28) associated with\nsaid cell or\nbattery\nvoltage monitoring means for each cell or\nbattery\nmodule with\nwhich it is associated is connected to power cable clamps or terminals (66) usedto connect\nbattery\ncurrent wiring to the respective cell or\nbattery\nmodule.\n8. The apparatus of claim 7, wherein said power delivery connector\nand said\nelectric\nmotor and traction controller wiring are monitored for changesin resistance or voltage which may occur therein by a respective\nbattery\nmonitoring module through a respective input thereto.\n9. The apparatus of claim 1, wherein each cell or\nbattery\nmodule in\na chain of cells or\nbattery\nmodules associated with each said\nbattery\nmonitoringmodule has a high current capacity single pole, double throw switch (70) and a\nbypass current conductor (74) arranged so that one throw of each said switch\n34\nconnects to a first end of said cell or\nbattery\nmodule and the other end of said cell\nor\nbattery\nmodule is connected to the common point of the next single pole,\ndouble throw switch, and the other throw of each said switch connects to said\nbypass current conductor and through it also to said common point of said next\nsingle pole, double throw switch;\nwhereby any one or all of said cells or\nbattery\nmodules may be\nbypassed in said chain; and\nwhereby, if all cells or\nbattery\nmodules in said chain are bypassed,\nthen the respective other ends or each of said cells or\nbattery\nmodules are all\nconnected to a single bus comprising the series connected bypass conductor, and\nthe respective first ends of each of said cells or\nbattery\nmodules are isolated.\n10. The apparatus of claim 9, wherein each of said single pole, double\nthrow switches is a mechanical switch or a solid state, semiconductor switch.\n11. The apparatus of claim 10, wherein when said single pole, double\nthrow switch is a solid state, semiconductor switch, said cell or\nbattery\nmoduleis configured as a two-terminal module having two sides;\nwherein one side comprises a cell or\nbattery\nin series with a parallel\nconnection of a first semiconductor switch (86) and a free wheeling diode (88)\nwhich is forward facing with respect to the polarity of said cell or\nbattery\nand the\nflow of charging current.\nwherein the other side comprises a bypass current conductor in\nseries with a parallel connection of a second semiconductor switch (92) and a\nrearward facing, with respect to the polarity of said cell or\nbattery\n, free wheeling\ndiode (94); and\nwherein interlock control means are included in said respective\nbattery\nmonitoring module to preclude a situation where both of said first and\nsecond semiconductor switches is permitted to be in their conductive states at the\nsame time.\n12. The apparatus of claim 1, wherein the galvanic isolation is by\noptocouplers.\n13. The apparatus of claim 10, wherein said switch is a MOSFET or\nan IGBT semiconductor switch.\n14. The apparatus of claim 12, wherein said switch is a MOSFET or\nan IGBT semiconductor switch.\n15. A method of taking the resistance free voltage reading of a long\nchain\nbattery\n(12, 14, 72, 84) during charging from a\nbattery\ncharger or discharge\nthereof, wherein said long chain\nbattery\nis installed in an\nelectric\nvehicle\ntogether\nwith a monitoring and control apparatus therefor;\nwherein said long chain\nbattery\ncomprises a plurality of series\nconnected cells or\nbattery\nmodules (14, K, L, M, 76);\nwherein said\nelectric\nvehicle\nhas installed therein a main control\nmodule (16), at least one\nbattery\nmonitoring module which is associated with a\nrespective plurality of cells or\nbattery\nmodules, a current sensor means (40) inseries with said long chain\nbattery\n, a\nvehicle\ncommunication bus (30), a drive\ncontroller, an\nelectric\nmotor (32) and a traction controller (34) therefor in series\nacross said\nbattery\n, other\nvehicle\nelectrical\nloads (36) in parallel with said series\nconnected\nelectric\nmotor and traction controller, current control means and current\nflow interruption means within said main control module, a serial communicationsbus (24), and voltage reading means for receiving and storing voltage information\nfor each cell or\nbattery\nmodule from each of said\nbattery\nmonitoring modules;\nwherein said method comprises following any one of the following\nsteps:\nI: providing a parallel connection of a high current capacity\nswitch and a rearward facing diode in series with said\nelectric\nmotor and traction controllers; a free wheeling\ndiode in parallel with said series connected\nelectric\nmotor\n36\nand traction controller, and an energy storage filter\ncomprising an inductor in series with said switch or a\ncapacitor in parallel with said switch, or both; periodically\ninterrupting the control of current through said switch by\nopening said switch for a diagnostic period of time less than\nthe time constant of said energy storage filter so as to\ncontinue to feed\nelectrical\nenergy to said\nelectric\nmotor; and\ntaking a voltage reading for each cell or\nbattery\nmodule\nwhile said switch is open;\nII: providing means for controlling said traction controller;\nreading the instantaneous current flowing through said long\nchain\nbattery\n; controlling said traction controller whereby\nsaid\nelectric\nmotor may be controlled to draw a current\nwhich is significantly different from the current just\npreviously flowing to said\nelectric\nmotor for a diagnostic\nperiod for from about 3 to about 10 ms, taking a current\nreading of current through said long chain\nbattery\nduring\nsaid diagnostic period; comparing the current reading taken\njust prior to said diagnostic period with the current reading\ntaken during said diagnostic period, and mathematically\nextrapolating the resistance free voltage from said current\nreadings, due to the linear relationship of direct current\nvoltage, current, and resistance under Ohm's law;\nIII: providing means for controlling said traction controller;\nreading the instantaneous current flowing through said long\nchain\nbattery\n; controlling said traction controller whereby\nsaid\nelectric\nmotor may be reversed for a brief diagnostic\nperiod to a level which is equal to the current being drawn\nby said other\nelectrical\nloads, whereby the current flowing\nthrough said\nbattery\nis reduced to zero; and determining the\n37\nresistance free voltage of said long chain\nbattery\nwhile the\ncurrent flow therethrough is zero;\nIV: providing a parallel connection of a high current capacity\nswitch and a rearward facing diode in series with said other\nvehicle\nelectrical\nloads but beyond said series connected\nelectric\nmotor and traction controller; reading the\ninstantaneous current flowing through said long chain\nbattery\n; periodically interrupting the control of current\nthrough said switch by opening said switch for a diagnostic\nperiod of time; taking a current reading of current through\nsaid long chain\nbattery\nwhile said switch is open; and\ncomparing the current reading taken just prior to opening\nsaid switch with the current reading taken during said\ndiagnostic period, and mathematically extrapolating the\nresistance free voltage from said current readings, due to the\nlinear relationship of direct current voltage, current, and\nresistance under Ohm's law; or\nV: providing a series connection of a further load resistor and\na high current capacity switch, in parallel with said series\nconnected\nelectric\nmotor and traction controller, wherein\nsaid switch is galvanically isolated from said main control\nmodule; reading the instantaneous current flowing through\nsaid long chain\nbattery\n, periodically closing said switch for\na diagnostic period of time; taking a current reading of\ncurrent through said long chain\nbattery\nwhile said switch is\nclosed; and comparing the current reading taken just prior\nto closing said switch with the current reading taken during\nsaid diagnostic period, and mathematically extrapolating the\nresistance free voltage from said current readings, due to the\nlinear relationship of direct current voltage, current, and\nresistance under Ohm's law.\n38\n16. The method of claim 15, wherein for any voltage or current\nreadings taken, three readings are taken at identical time intervals, where the first\nreading is taken just prior to the initiation of the diagnostic period, the second\nreading is taken after time interval "t" during said diagnostic period and just\nbefore the end thereof, and the third reading is taken after a further time interval\n"t" which occurs after said diagnostic period; calculating the slope characterizing\nthe three readings by the following determination:\n<img/>\nand if the calculated slope exceeds a predetermined value, discarding the readings\nas being not indicative of equilibrium of the\nelectrical\ncharge or discharge reaction\nof said long chain\nbattery\n.\n17. The method of claim 16, wherein each of said three readings is\ndetermined by taking several discrete readings taken within short time intervalsof between 5% to 20% of interval "t", and then digitally filtering and averagingsaid discrete readings.\n18. The method of claim 15, wherein for any voltage or current\nreadings taken, said diagnostic pulses occur from 5 to 30 seconds apart, a series\nof 2 to 10 readings are taken in the 2 to 4 seconds just preceding the initiation of\neach diagnostic pulse, and then said series of readings are compared one to\nanother; and\nif each of said series of readings falls within a predetermined range,\nor if each succeeding reading is either higher or lower than the preceding reading\nwithin a predetermined range, then said readings are accepted as being indicative\nof equilibrium of the\nelectrical\ncharge or discharge reaction of said long chainbattery.\n19. A method of controlling the rate of charge or discharge current of\na long chain\nbattery\nduring discharge or regenerative charging thereof, when said\n39\nlong chain\nbattery\nis installed in an\nelectric\nvehicle\ntogether with a monitoring and\ncontrol apparatus therefore;\nwherein said long chain\nbattery\ncomprises a plurality of series\nconnected cells or\nbattery\nmodules;\nwherein said\nelectric\nvehicle\nhas installed therein a main control\nmodule, at least two\nbattery\nmonitoring modules each associated with a respective\nplurality of cells or\nbattery\nmodules, a current sensor means in series with said\nlong chain\nbattery\n, a\nvehicle\ncommunication bus, a drive controller, an electricmotor and a traction controller therefor in series across said\nbattery\n, other\nvehicle\nelectrical\nloads in parallel with said series connected\nelectric\nmotor and traction\ncontroller, current control means and current flow interruption means within said\nmain control module, a serial communications bus, and voltage reading means for\nreceiving and storing voltage information for each cell or\nbattery\nmodule from\neach of said\nbattery\nmonitoring modules, except during discharge or regenerativecharge thereof;\nwherein said method comprises the steps of:\n(a) determining the characteristic charge acceptance\ncurve and discharge ability curve, each being a plot\nof\nbattery\ncurrent related to state of charge of said\nlong chain\nbattery\n, determining a maximum\ndischarge current allowable for said long chain\nbattery\n, and determining a maximum permitted\nregenerative charging current due to regenerative\nbraking of said\nelectric\nvehicle\n;\n(b) during discharge of said long chain\nbattery\n, limiting\nthe discharge current to no greater than said\nmaximum allowable discharge current; continuously\nmonitoring said discharge current and the state of\ncharge of said\nbattery\n; and when said discharge\ncurrent and state of charge of said\nbattery\nreach a\npoint which is indicative of an intersection of said\ndischarge current with said discharge ability curve,\nactivating an annunciation of that fact and\ncontrolling the discharge current so that it does not\nexceed the permitted value of discharge current for\nany state of charge of said\nbattery\n; and when said\ndischarge current falls below a predetermined limit,\ninitiating a controlled stoppage of said\nelectric\nmotor\nby controlling said traction controller therefor, and\ncausing disconnection of said other\nelectrical\nloads\nas necessary; and\n(c) during regenerative charging of said long chain\nbattery\n, limiting regenerative charging current to no\ngreater than said maximum allowable regenerative\ncharging current, continuously monitoring said\nregenerative charging current and the state of charge\nof said\nbattery\n, and when said state of charge of said\nbattery\napproaches a predetermined level less than\nthe point at which said charge acceptance curve\nwould be intercepted by said maximum regenerative\ncharging current, controlling said regenerative\ncharging current so as to always be below said\ncharge acceptance curve as said state of charge\nincreases. | 08/372,936 | United States of America | 1995-01-17 | Un bloc (12) de batteries destiné tout particulièrement à un véhicule électrique, comprend une pluralité de cellules ou de modules (14, 72, 84) montés en série. Pour surveiller le fonctionnement électrique, en particulier la décharge pendant que le véhicule roule, la recharge à un poste spécial ou la recharge régénérative lors des freinage, le bloc comporte un module de surveillance principal (16) et une pluralité de modules (18) de surveillance des batteries. Le moteur électrique (32) et un dispositif de surveillance de la traction (34) sont connectés en série aux bornes du bloc et d'autres charges électriques (36) du véhicule sont en parallèle avec le moteur et le dispositif de surveillance. Chaque module de surveillance de batteries va surveiller un certain nombre de batteries et le fil électrique (38) transportant le courant entre elles, pour que les problèmes qui se produisent puissent être détectés avant qu'il ne se produise une défaillance ou des dégâts importants. Un bus de communication sériel (24) est prévu entre le module de surveillance principal et les modules de surveillance de batteries et les données transmises par ce bus sont généralement codées sous forme numérique. Un circuit analogique sensible dans les modules de surveillance de batteries se trouve à proximité des modules de batteries avec lesquels il est associé et il est isolé galvaniquement du circuit de communication numérique et du bus de communication des données transmettant les données vers la module de surveillance principal. Tous les commutateurs et autres dispositifs de commande des batteries sont isolés galvaniquement des modules de surveillance des batteries et du module de surveillance principal. Des moyens (70) sont prévus pour isoler des cellules ou des modules de batteries spécifiques, selon le besoin; d'autres moyens sont prévus pour s'assurer de ce que des échantillonnages importants de tension et/ou de courant soient indicatifs de l'équilibre des réactions de charge ou de décharge électrique, afin que des lectures erronées faites durant une accélération ou un freinage rapide ou dans d'autres circonstances ne correspondant pas à un état sensiblement stable, puissent être écartées. D'autres moyens sont prévus permettant au conducteur d'un véhicule électrique d'être informé que l'énergie disponible dans les batteries est passée sous un seuil spécifié et pour s'assurer de ce que la vitesse de décharge ou de recharge régénérative de la batterie ne dépasse pas des limites prédéterminées. | True |
| 164 | Patent 2789019 Summary - Canadian Patents Database | CA 2789019 | NaN | HYDRAULICELECTRICHYBRID DRIVETRAIN | TRANSMISSION HYBRIDE HYDRAULIQUE-ELECTRIQUE | NaN | CLARK, BRIAN M., CASE, MARK | NaN | 2010-12-13 | RIDOUT & MAYBEE LLP | English | TEREX SOUTH DAKOTA, INC. | WHAT IS CLAIMED IS:\n1. A\nvehicle\ncomprising:\nan engine operably connected to a hydraulic pump, the hydraulic pump\nin fluid communication with a hydrostatic drive system;\na plurality of traction devices, wherein at least one of the devices is\noperably connected to a hydrostatic drive motor of the hydrostatic drive\nsystem; and\nan\nelectric\nmachine operably coupled to at least one of the remaining\nplurality of traction devices, the\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output mechanical power to said\ntraction\ndevice, and operable as a generator to output\nelectrical\npower to the\nbattery\n;\nwherein the traction devices support the\nvehicle\nupon a support surface.\n2. The\nvehicle\nof claim 1 further comprising a system of hydraulic\nvalves and actuators in fluid communication with the hydraulic pump to receive\npressurized fluid therefrom and perform a function.\n3. The\nvehicle\nof claim 1 further comprising a second hydrostatic\ndrive motor operably connected to another one of the remaining plurality of\ntraction\ndevices, wherein the second hydrostatic drive motor is in fluid communication\nwith\nthe hydraulic pump to receive pressurized fluid therefrom.\n4. The\nvehicle\nof claim 3 further comprising a second\nelectric\nmachine operably coupled another one of the remaining plurality of traction\ndevices,\nthe second\nelectric\nmachine\nelectrically\ncoupled to the\nbattery\n, the\nelectric\nmachine\noperable as a motor to output mechanical power to said traction device, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n.\n5. The\nvehicle\nof claim 1 wherein the engine is operated within\na desired output range by using the\nelectric\nmachines as one of motors and\ngenerators\nto stabilize the engine output.\n-16-\n6. The\nvehicle\nof claim 1, further comprising a charger configured\nto output power from an external\nelectric\npower supply to the\nbattery\n.\n7. The\nvehicle\nof claim 1 further comprising a second hydraulic\npump operatively coupled to the engine, the second hydraulic pump in fluid\ncommunication with a system of hydraulic valves and actuators to supply\npressurized\nfluid thereto.\n8. The\nvehicle\nof claim 1 operable in a first operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the traction device coupled to the\nelectric\nmachine\ninteracts with\nthe support surface to power the\nelectric\nmachine as a generator to output\nelectrical\npower to the\nbattery\n.\n9. The\nvehicle\nof claim 1 operable in a second operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the\nbattery\nis configured to power the\nelectric\nmachine\nas a motor\nto drive the traction device coupled to the first\nelectric\nmachine and\nadditionally\npropel the\nvehicle\nacross the support surface.\n10. The\nvehicle\nof claim 1 operable in a third operating mode to\npropel the\nvehicle\n, wherein the\nelectric\nmachine is configured to act as a\nmotor and\nuses\nbattery\npower to drive the traction device coupled to the\nelectric\nmachine to\npropel the\nvehicle\nacross the support surface; and\nwherein the\nvehicle\nis configured to operate using\nelectricity\nwith the\nengine inoperative.\n11. The\nvehicle\nof claim 1 operable in a fourth operating mode\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\n-17-\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and\nwherein the\nelectric\nmachine is configured to freewheel.\n12. The\nvehicle\nof claim 7 further comprising a fifth operating\nmode wherein the engine is configured to power the second hydraulic pump,\nthereby\nsupplying pressurized fluid to the system of hydraulic valves and actuators to\nperform\nan function.\n13. The\nvehicle\nof claim 1 further comprising a second\nbattery\noperably connected to an engine starting circuit.\n14. A\nvehicle\ncomprising:\nan engine connected to a hydraulic pump, the hydraulic pump in fluid\ncommunication with a first and second hydrostatic drive motor to supply\npressurized\nfluid thereto;\na first pair of traction devices, each traction device operably connected\nto one of the hydrostatic drive motors;\na first and second\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n,\neach\nelectric\nmachine operable as a motor to output mechanical power, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n;\na second pair of traction devices, each traction device operably\nconnected to one of the\nelectric\nmachines;\nwherein the traction devices support the\nvehicle\nupon the support\nsurface.\n15. The\nvehicle\nof claim 14 wherein the first and second\nelectric\nmachines were configured on the\nvehicle\nduring a retrofitting process on an\nexisting\nhydraulic\nvehicle\n.\n16. A\nvehicle\ncomprising:\n-18-\na hydraulic drive system having an engine connected to a hydraulic\npump in fluid communication with at least one hydrostatic drive motor to\nprovide\npressurized fluid thereto, the hydrostatic drive motor operable coupled to a\nfirst\ntraction device; and\nan\nelectric\ndrive system having at least one\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output\nmechanical\npower, and operable as a generator to output\nelectrical\npower to the\nbattery\n,\nthe\nelectric\nmachine operably coupled to a second traction device;\nwherein the first and second traction devices support the\nvehicle\non a\nsupport surface.\n17. The\nvehicle\nof claim 16 wherein power is transferable from the\nhydraulic drive system to the\nelectric\ndrive system by way of a ground\ncoupling\nbetween the first and second traction devices.\n18. The\nvehicle\nof claim 17 further comprising a system of\nhydraulic valves and actuators in fluid communication with the first hydraulic\ndrive\nsystem.\n19. The\nvehicle\nof claim 17 operable in a first operating mode, wherein\nthe first hydraulic drive system is configured to propel the\nvehicle\nacross\nthe support\nsurface, and wherein the second\nelectric\ndrive system is configured to output\nelectrical\npower to the\nbattery\n.\n20. The\nvehicle\nof claim 17 operable in a second operating mode,\nwherein the first hydraulic drive system is configured to propel the\nvehicle\nacross the\nsupport surface, and wherein the second\nelectric\ndrive system is configured to\nadditionally propel the\nvehicle\nacross the support surface.\n-19- | 12/706,324 | United States of America | 2010-02-16 | Véhicule équipé d'un moteur relié à une pompe hydraulique en communication fluide avec un système d'entraînement hydrostatique et au moins un dispositif parmi une pluralité de dispositifs de traction reliés à un moteur d'entraînement hydrostatique. Le véhicule comporte aussi une batterie associée à une machine électrique associée à au moins un dispositif parmi le reste de la pluralité de dispositifs de traction. La machine électrique joue le rôle de moteur pour propulser le véhicule ou de génératrice pour charger la batterie. Un véhicule est équipé d'un système d'entraînement hydraulique et d'un système d'entraînement électrique, chacun étant relié dans son fonctionnement à un dispositif de traction. On peut transférer la puissance du premier système d'entraînement au second système d'entraînement au moyen d'un accouplement au sol entre les dispositifs de traction. | True |
| 165 | Patent 3198204 Summary - Canadian Patents Database | CA 3198204 | NaN | SUPPLYING POWER TO ANELECTRICVEHICLE | ALIMENTATION EN ENERGIE D'UN VEHICULE ELECTRIQUE | NaN | IJAZ, MUJEEB, MOORHEAD, BRIAN | NaN | 2021-09-17 | SMART & BIGGAR LP | English | OUR NEXT ENERGY, INC. | CLAIMS\nWhat is claimed is:\n1. A power supply system for an\nelectric\nvehicle\n, comprising:\na traction\nbattery\nconfigured to be connected to and disconnected from a high-\nvoltage DC bus of the\nelectric\nvehicle\nto power the\nelectric\nvehicle\n;\na hybrid range extender\nbattery\ncomprising one or more high energy density\nhybrid\nmodules connected in parallel, with each high energy density hybrid module\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series;\nand\none or more bi-directional DC-DC converters arranged between the one or more\nhigh\nenergy density hybrid modules and the high-voltage DC bus of the\nelectric\nvehicle\n;\nwherein each of the arranged bi-directional DC-DC converters operatively\ncouples a\nDirect Current from a corresponding high energy density hybrid module to the\ntraction\nbattery\nand/or to the powertrain through the high-voltage DC bus of the\nelectric\nvehicle\nin\norder to charge the traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively.\n2. The power supply system of claim 1, wherein each high energy density\nhybrid\nmodule of the one or more high energy density hybrid modules is configured\nwith a\nchemistry that prioritizes high energy density over available cycle life.\n3. The power supply system of claim 1, wherein the traction\nbattery\ncomprises one or\nmore traction modules controlled by a\nBattery\nManagement System (BMS).\n54\n4. The power supply system of claim 1, wherein the one or more traction\nmodules of\nthe traction\nbattery\nis a plurality of traction modules, and the plurality of\ntraction modules\nare connected in series.\n5. The power supply system of claim 1, wherein each cell of the plurality\nof cells is\nconfigured to be independently measurable by the corresponding HMC.\n6. The power supply system of claim 1, wherein the one or more high energy\ndensity\nhybrid modules are configured to manage charging and/or discharging through a\ncorresponding bi-directional DC-DC-converter.\n7. The power supply system of claim 1, wherein the corresponding HMC of a\nhigh\nenergy density hybrid module is configured to further manage a power\ngenerating mode of\nthe power supply system by controlling a rate of charging and discharging of\nits high energy\ndensity hybrid module through sensor information obtained about the\nindependently\nmeasurable cells.\n8. The power supply system of claim 1, further comprising a balancing\ndevice for each\ncell of the high energy density hybrid module and configured to selectively\ndischarge an\nelectric\ncharge stored in the cell.\n9. The power supply system of claim 8, wherein the balancing device is a\nbleeder\nresistor connected in parallel with said each cell.\n10. The power supply system of claim 1, wherein the hybrid range extender\nbattery\ncomprises a plurality of chemistries.\n11. The power supply system of claim 1, wherein cells of at least one high\nenergy\ndensity hybrid module have a cell energy density of about 1000Wh/L or more.\n12. The power supply system of claim 1, wherein the range extender\nbattery\nhas a cycle\nlife of about 200 cycles.\n13. The power supply system of claim 1, wherein the traction\nbattery\nis\npartitioned from\nthe hybrid range extender\nbattery\n.\n14. The power supply system of claim 1, wherein the traction\nbattery\nis\nload-following.\n15. A method of operating a power supply system of an\nelectric\nvehicle\n,\ncomprising:\nproviding a traction\nbattery\ncomprising one or more traction modules\nconfigured to\npower the\nelectric\nvehicle\n;\nproviding a hybrid range extender\nbattery\nhaving one or more high energy\ndensity\nhybrid modules connected in parallel, with each high energy density hybrid\nmodule having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series,\n56\neach cell of the plurality of cells being independently measurable by said\ncorresponding\nHMC;\noperatively coupling a Direct Current from one or more of the high energy\ndensity\nhybrid modules to the high-voltage DC bus to which the traction\nbattery\nand/or\na powertrain\nof the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or\npower the\nelectric\nvehicle\nrespectively by arranging one or more bi-directional DC-DC converters\nbetween the\none or more high energy density hybrid modules and the high-voltage DC bus of\nthe\nelectric\nvehicle\nwith each high energy density hybrid module of the one or more high\nenergy density\nhybrid modules having a corresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n16. The method of claim 15, further comprising detecting a failure of a\ncell by\ncontrolling an input and output current of the high energy density hybrid\nmodule using the\ncorresponding bi-directional DC-DC converter and comparing a corresponding\nmeasured\nimpedance of the cell to a reference profile.\n17. The method of claim 16, further comprising altering, responsive to\ndetecting a failure\nof a cell of the high energy density hybrid module, a rate of discharge of the\nhigh energy\ndensity hybrid module.\n57\n18. The method of claim 16, further comprising deactivating, responsive to\ndetecting a\nfailure of a cell of the high energy density hybrid module, the high energy\ndensity hybrid\nmodule.\n19. The method of claim 15, wherein in order to balance the needs of power\ndelivery and\npreservation of charge cycles, an energy management system prioritizes\ndepletion of an\nenergy of the traction\nbattery\nbefore extracting energy from the hybrid range\nextender\nbattery\n.\n20. The method of claim 15, further comprising transferring power between\nthe traction\nbattery\nand the hybrid range extender\nbattery\n.\n21. The method of claim 15, further comprising, responsive to detecting a\nfailure of the\ntraction\nbattery\n, designating one or more high energy density hybrid modules\nas a temporary\nreplacement by connecting said one or more high energy density hybrid modules\nto the high\nvoltage DC bus.\n22. A method of operating a power supply system of an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a traction\nbattery\nconfigured to power the\nelectric\nvehicle\nand a hybrid\nrange extender\nbattery\nhaving one or more high energy density hybrid modules,\neach having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nindependently\nmeasurable by said corresponding HM, the high energy density hybrid modules\nbeing\n58\noperatively coupled to the high-voltage DC bus to which the traction\nbattery\nand/or a\npowertrain of the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or power\nthe\nelectric\nvehicle\nrespectively, the method comprising:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof\neach corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n23. A\nnon-transitory computer-readable storage medium storing a program which, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\noperatively coupling a Direct Current from one or more high energy density\nhybrid\nmodules of a hybrid range extender\nbattery\nto a high voltage DC bus to which\nthe traction\nbattery\nand/or a powertrain of the\nvehicle\nare connected, in order to charge\nthe traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively through an arrangement\nof one or\nmore bi-directional DC-DC converters between the one or more high energy\ndensity hybrid\nmodules and the high-voltage DC bus of the\nelectric\nvehicle\n, with each high\nenergy density\nhybrid module of the one or more high energy density hybrid modules having a\ncorresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n59\n24. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises detecting a failure of a cell by controlling an\ninput and output\ncurrent of the high energy density hybrid module using the corresponding bi-\ndirectional DC-\nDC converter, and comparing a corresponding measured impedance of the cell to\na\nreference profile.\n25. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises prioritizing depletion of an energy of the\ntraction\nbattery\nbefore\nextracting energy from the hybrid range extender\nbattery\nin order to balance\nthe needs of\npower delivery and preservation of charge cycles.\n26. A computer-implemented method comprising the steps of:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor\nthe subject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n27. The method of claim 26, further comprising:\ngenerating, by attributes prioritization, a set of attributes of the power\nsupply system\nto enforce, and proposing the at least one power output proposal based on the\nattributes.\n28. The method of claim 27, wherein the attributes include a safety\nattribute of the power\nsupply system, a capacity attribute of the power supply system or a life cycle\nattribute of the\npower supply system.\n29. The method of claim 26, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate.\n30. The method of claim 26, wherein the at least one corresponding high\nenergy density\nhybrid module has a chemistry that prioritizes high energy density over\navailable cycle life\nand each cell of the plurality of cells is independently measurable by said\ncorresponding\nHMC.\n61\n31. The method of claim 26, wherein the input data further comprises\ninformation\nselected from the group consisting of information about a user of the\nelectric\nvehicle\n,\ninformation about a fleet other power supply systems and information about an\nenvironment\nof the subject\nelectric\nvehicle\n.\n32. The method of claim 26, wherein the input data further comprises\ncalendar data.\n33. The method of claim 26, further comprising:\nproviding feedback for the power control module indicative of an accuracy of\nproposals in order to reinforce power control module.\n34. The method of claim 26, further comprising:\ncharging a traction\nbattery\nof the power supply system based on the at least\none\npower output proposal.\n35. The method of claim 34, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate through a bi-directional DC-DC converter.\n36. A computer system comprising a processor configured to perform the\nsteps\nincluding:\n62\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative\nof a characteristic of the request for completing a power output proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n37. The computer system of claim 36, wherein the processor is further\nconfigured to\ngenerate, by attributes prioritization, a set of attributes of the of the\npower supply system to\nenforce, and proposing the at least one power output proposal based on the\nattributes.\n38. The computer system of claim 36, wherein the attributes include a\nsafety attribute of\nthe power supply system, a capacity attribute of the power supply system or a\nlife cycle\nattribute of the power supply system.\n63\n39. The computer system of claim 36, wherein the at least one corresponding\nhigh\nenergy density hybrid module has a chemistry that prioritizes high energy\ndensity over\navailable cycle life and each cell of the plurality of cells is independently\nmeasurable by\nsaid corresponding HMC.\n40. The computer system of claim 36, wherein the input data further\ncomprises calendar\ndata.\n41. A non-transitory computer-readable storage medium storing a program\nwhich, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\n64\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n42. The non-transitory computer-readable storage medium of claim 41,\nwherein the\ncomputer system generates, by attributes prioritization, a set of attributes\nof the of the power\nsupply system to enforce, and proposing the at least one power output proposal\nbased on the\nattributes.\n43. The non-transitory computer-readable storage medium of claim 41,\nwherein the\nattributes include a safety attribute of the power supply system, a capacity\nattribute of the\npower supply system or a life cycle attribute of the power supply system.\n44. The non-transitory computer-readable storage medium of claim 41,\nwherein the at\nleast one corresponding high energy density hybrid module has a chemistry that\nprioritizes\nhigh energy density over available cycle life and each cell of the plurality\nof cells is\nindependently measurable by said corresponding HMC.\n45. The non-transitory computer-readable storage medium of claim 41,\nwherein the input\ndata further comprises calendar data.\n46. A\nbattery\nsystem for an\nelectric\nvehicle\n, comprising:\na first\nbattery\nhaving a first chemistry type and a cell energy density of not\nmore than\n500 Wh/L; and\na second\nbattery\nhaving a second chemistry type that is different than the\nfirst\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n47. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas a cell\nenergy density of\nnot more than 400 Wh/L.\n48. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1100 Wh/L.\n49. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1200 Wh/L.\n50. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas an energy\ndensity per\ncycle (EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n51. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 1.0 Wh/L/cycle.\n52. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 2.0 Wh/L/cycle.\n66\n53. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 5.0 Wh/L/cycle.\n54. The\nbattery\nsystem of claim 46, further comprising a third\nbattery\nhaving a third\nchemistry type and a cell energy density of 400-1400 Wh/L.\n55. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\n500-800 Wh/L.\n56. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\nnot less than 1000 Wh/L.\n57. A method of providing power to an\nelectric\nvehicle\n, comprising:\nselectively providing power from a first\nbattery\nor a second\nbattery\nto at\nleast one\nsystem of the\nelectric\nvehicle\n,\nwherein the first\nbattery\nhas a first chemistry type and a cell energy density\nof not\nmore than 500 Wh/L; and\nwherein the second\nbattery\nhas a second chemistry type that is different than\nthe first\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n58. The method of claim 57, wherein the first\nbattery\nhas a cell energy\ndensity of not\nmore than 400 Wh/L.\n67\n59. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1100 Wh/L.\n60. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1200 Wh/L.\n61. The method of claim 57, wherein the first\nbattery\nhas an energy density\nper cycle\n(EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n62. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 1.0\nWh/L/cycle.\n63. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 2.0\nWh/L/cycle.\n64. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 5.0\nWh/L/cycle.\n65. The method of claim 57, further comprising a third\nbattery\nhaving a\nthird chemistry\ntype and a cell energy density of 400-1400 Wh/L.\n66. The method of claim 65, wherein the third batter has a cell energy\ndensity of 500-800\nWh/L.\n68\n67.\nThe method of claim 65, wherein the third batter has a cell energy density of\nnot less\nthan 1000 Wh/L.\n69 | 63/089,990 | United States of America | 2020-10-09 | Un système d'alimentation électrique qui utilise une architecture hybride pour permettre à des produits chimiques à densité d'énergie élevée et à faible durée de vie d'être utilisés dans des batteries rechargeables pour étendre la plage d'une batterie de traction. | True |
| 166 | Patent 2612485 Summary - Canadian Patents Database | CA 2612485 | NaN | HYBRIDELECTRICPOWERTRAIN WITH ANTI-IDLE FUNCTION | GROUPE PROPULSEUR ELECTRIQUE HYBRIDE A FONCTION ANTI-RALENTI | NaN | HUGHES, DOUGLAS A., SKORVPSKI, JEFFREY H., STOVER, THOMAS R. | 2012-09-25 | 2006-06-14 | BORDEN LADNER GERVAIS LLP | English | EATON CORPORATION | CLAIMS:\n1. A method for reducing engine idling time in a hybrid\nvehicle\nthat includes\na\nvehicle\naccessory and a hybrid powertrain having an engine, a generator operatively\ncoupled to the\nengine, an energy source and an\nelectrical\nbus linking the\nvehicle\naccessory\nto the energy\nsource, the method comprising:\nselectively powering the\nvehicle\naccessory using energy transferred from the\nenergy\nsource through the bus while the engine is not running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge;\noperating the engine driven generator to recharge the energy source to a\npredetermined\nmaximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n2. The method of claim 1, wherein the generator is a motor-generator and the\nstep of\nselectively starting the engine includes operating the motor-generator to\ncrank the engine.\n3. The method of claim 2, wherein the hybrid powertrain includes a clutch and\nthe step\nof selectively starting the engine includes engaging the clutch prior to\noperating the motor-\ngenerator to crank the engine.\n4. The method of claim 1, wherein the engine includes a starter motor and the\nstep of\nselectively starting the engine includes operating the starter motor to crank\nthe engine.\n5. The method of claim 1, wherein the\nvehicle\naccessory includes an\nelectrically\n-\noperated HVAC system and the powering step includes powering the\nelectrically\n-\noperated\nHVAC system using the energy source while the engine is not running.\n7\n6. The method of claim 1, wherein the\nvehicle\naccessory includes a 110vAC\ninverter and\nthe powering step includes powering the 110vAC inverter using the energy\nsource while the\nengine is not running.\n7. The method of claim 1, wherein the\nvehicle\naccessory includes a 12vDC\nconverter and\nthe powering step includes powering the 12vDC converter using the energy\nsource while the\nengine is not running.\n8. The method of claim 1, wherein the operating step includes operating the\nengine at a\npredetermined speed and load to recharge the energy source to a predetermined\nmaximum\nstate of charge.\n9. The method of claim 1, wherein the minimum state of charge is about 20% and\nthe\nmaximum state of charge is about 70%.\n10. A method for reducing idling time of an internal combustion engine powered\nhybrid\nelectric\nvehicle\nthat includes an\nelectrically\npowered\nvehicle\naccessory\noperable in a hotel\npower mode to provide one or more conveniences to a\nvehicle\noccupant and a\nhybrid\npowertrain having an internal combustion engine driven generator and a\nbattery\n, the method\ncomprising:\ndetermining if the\nvehicle\nis in the hotel power mode;\nselectively powering the\nelectrically\npowered\nvehicle\naccessory using the\nbattery\nwhile the\nvehicle\nis in hotel power mode and the engine is not running;\nmonitoring the\nbattery\nstate of charge;\nselectively starting the engine when the\nbattery\nstate of charge is less than\nor equal to a\npredetermined minimum state of charge;\noperating the engine driven generator to recharge the\nbattery\nto a\npredetermined\nmaximum state of charge; and\nturning off the engine when the\nbattery\nstate of charge is greater than or\nequal to the\npredetermined maximum state of charge.\n8\n11. A hybrid\nelectric\nvehicle\npower delivery system, comprising:\nan engine;\na generator operatively coupled to the engine;\na\nbattery\nadapted to store an\nelectrical\ncharge generated by the generator;\nan\nelectrical\nbus for transferring\nelectrical\nenergy between the generator and\nthe\nbattery\n;\nat least one\nelectrically\npowered\nvehicle\naccessory operatively linked to the\nenergy\nsource through the\nelectrical\nbus; and\na controller configured to selectively power the\nelectrically\npowered\nvehicle\naccessory\nusing the\nbattery\nwhile the engine is not running; monitor the\nbattery\nstate\nof charge;\nselectively start the engine when the\nbattery\nstate of charge is less than or\nequal to a\npredetermined minimum state of charge; operate the engine driven generator to\nrecharge the\nbattery\nto a predetermined maximum state of charge; and turn off the engine\nwhen the\nbattery\nstate of charge is greater than or equal to the predetermined maximum state of\ncharge.\n12. The power delivery system of claim 11, wherein the generator is a motor-\ngenerator\nand the controller is configured to selectively operate the motor-generator to\ncrank the engine.\n13. The power delivery system of claim 11, wherein the engine includes a\nstarter motor\nand the controller is configured to selectively operate the starter motor to\ncrank the engine.\n14. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes an\nelectrically\noperated HVAC system and the controller is\nconfigured to\npower the\nelectrically\noperated HVAC system using the\nbattery\nwhile the engine\nis not\nrunning.\n15. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 110vAC inverter and the controller is configured to power\nthe 110vAC\ninverter using the\nbattery\nwhile the engine is not running.\n9\n16. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 12vDC converter and the controller is configured to power\nthe 12vDC\nconverter using the\nbattery\nwhile the engine is not running.\n17. The power delivery system of claim 11, wherein the minimum state of charge\nis\nabout 20% and the maximum state of charge is about 70%.\n18. A method for reducing engine idling time in a stationary hybrid\nvehicle\nthat includes a\nvehicle\naccessory and a hybrid powertrain having an engine, a generator\noperatively coupled\nto the engine, and an energy source, the method comprising:\ndetermining whether the\nvehicle\nis stationary;\nselectively powering the\nvehicle\naccessory using the energy source while the\nengine is\nnot running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge; operating the engine driven\ngenerator to\nrecharge the energy source to a predetermined maximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n19. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining whether the\nvehicle\nparking brake is engaged.\n20. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining the status of a driver selectable switch. | 11/154,427 | United States of America | 2005-06-16 | Procédé de réduction de temps de ralenti de moteur dans un véhicule hybride qui comprend un organe secondaire de véhicule et un groupe propulseur hybride à moteur, un générateur relié opérationnel au moteur et une source d'énergie. Le procédé consiste à alimenter sélectivement l'organe secondaire via la source d'énergie hors fonctionnement moteur, à contrôler l'état de charge de la source d'énergie, à lancer sélectivement le moteur lorsque ledit état de charge est inférieur ou égal à un état de charge minimum préétabli, à faire fonctionner le générateur entraîné par le moteur pour recharger la source d'énergie à un état de charge maximum préétabli, et à couper le moteur lorsque l'état de charge de la source d'énergie est supérieur ou égal à l'état de charge maximum préétabli. On décrit également un système d'alimentation de véhicule électrique hybride équipé de la fonction décrite. | True |
| 167 | Patent 2789019 Summary - Canadian Patents Database | CA 2789019 | NaN | HYDRAULICELECTRICHYBRID DRIVETRAIN | TRANSMISSION HYBRIDE HYDRAULIQUE-ELECTRIQUE | NaN | CLARK, BRIAN M., CASE, MARK | NaN | 2010-12-13 | RIDOUT & MAYBEE LLP | English | TEREX SOUTH DAKOTA, INC. | WHAT IS CLAIMED IS:\n1. A\nvehicle\ncomprising:\nan engine operably connected to a hydraulic pump, the hydraulic pump\nin fluid communication with a hydrostatic drive system;\na plurality of traction devices, wherein at least one of the devices is\noperably connected to a hydrostatic drive motor of the hydrostatic drive\nsystem; and\nan\nelectric\nmachine operably coupled to at least one of the remaining\nplurality of traction devices, the\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output mechanical power to said\ntraction\ndevice, and operable as a generator to output\nelectrical\npower to the\nbattery\n;\nwherein the traction devices support the\nvehicle\nupon a support surface.\n2. The\nvehicle\nof claim 1 further comprising a system of hydraulic\nvalves and actuators in fluid communication with the hydraulic pump to receive\npressurized fluid therefrom and perform a function.\n3. The\nvehicle\nof claim 1 further comprising a second hydrostatic\ndrive motor operably connected to another one of the remaining plurality of\ntraction\ndevices, wherein the second hydrostatic drive motor is in fluid communication\nwith\nthe hydraulic pump to receive pressurized fluid therefrom.\n4. The\nvehicle\nof claim 3 further comprising a second\nelectric\nmachine operably coupled another one of the remaining plurality of traction\ndevices,\nthe second\nelectric\nmachine\nelectrically\ncoupled to the\nbattery\n, the\nelectric\nmachine\noperable as a motor to output mechanical power to said traction device, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n.\n5. The\nvehicle\nof claim 1 wherein the engine is operated within\na desired output range by using the\nelectric\nmachines as one of motors and\ngenerators\nto stabilize the engine output.\n-16-\n6. The\nvehicle\nof claim 1, further comprising a charger configured\nto output power from an external\nelectric\npower supply to the\nbattery\n.\n7. The\nvehicle\nof claim 1 further comprising a second hydraulic\npump operatively coupled to the engine, the second hydraulic pump in fluid\ncommunication with a system of hydraulic valves and actuators to supply\npressurized\nfluid thereto.\n8. The\nvehicle\nof claim 1 operable in a first operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the traction device coupled to the\nelectric\nmachine\ninteracts with\nthe support surface to power the\nelectric\nmachine as a generator to output\nelectrical\npower to the\nbattery\n.\n9. The\nvehicle\nof claim 1 operable in a second operating mode,\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and wherein the\nbattery\nis configured to power the\nelectric\nmachine\nas a motor\nto drive the traction device coupled to the first\nelectric\nmachine and\nadditionally\npropel the\nvehicle\nacross the support surface.\n10. The\nvehicle\nof claim 1 operable in a third operating mode to\npropel the\nvehicle\n, wherein the\nelectric\nmachine is configured to act as a\nmotor and\nuses\nbattery\npower to drive the traction device coupled to the\nelectric\nmachine to\npropel the\nvehicle\nacross the support surface; and\nwherein the\nvehicle\nis configured to operate using\nelectricity\nwith the\nengine inoperative.\n11. The\nvehicle\nof claim 1 operable in a fourth operating mode\nwherein the engine is configured to power the hydraulic pump, thereby\nsupplying\n-17-\npressurized fluid to the hydrostatic drive motor and driving the traction\ndevice\nconnected to the hydrostatic drive motor to propel the\nvehicle\nacross the\nsupport\nsurface, and\nwherein the\nelectric\nmachine is configured to freewheel.\n12. The\nvehicle\nof claim 7 further comprising a fifth operating\nmode wherein the engine is configured to power the second hydraulic pump,\nthereby\nsupplying pressurized fluid to the system of hydraulic valves and actuators to\nperform\nan function.\n13. The\nvehicle\nof claim 1 further comprising a second\nbattery\noperably connected to an engine starting circuit.\n14. A\nvehicle\ncomprising:\nan engine connected to a hydraulic pump, the hydraulic pump in fluid\ncommunication with a first and second hydrostatic drive motor to supply\npressurized\nfluid thereto;\na first pair of traction devices, each traction device operably connected\nto one of the hydrostatic drive motors;\na first and second\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n,\neach\nelectric\nmachine operable as a motor to output mechanical power, and\noperable\nas a generator to output\nelectrical\npower to the\nbattery\n;\na second pair of traction devices, each traction device operably\nconnected to one of the\nelectric\nmachines;\nwherein the traction devices support the\nvehicle\nupon the support\nsurface.\n15. The\nvehicle\nof claim 14 wherein the first and second\nelectric\nmachines were configured on the\nvehicle\nduring a retrofitting process on an\nexisting\nhydraulic\nvehicle\n.\n16. A\nvehicle\ncomprising:\n-18-\na hydraulic drive system having an engine connected to a hydraulic\npump in fluid communication with at least one hydrostatic drive motor to\nprovide\npressurized fluid thereto, the hydrostatic drive motor operable coupled to a\nfirst\ntraction device; and\nan\nelectric\ndrive system having at least one\nelectric\nmachine\nelectrically\ncoupled to a\nbattery\n, the\nelectric\nmachine operable as a motor to output\nmechanical\npower, and operable as a generator to output\nelectrical\npower to the\nbattery\n,\nthe\nelectric\nmachine operably coupled to a second traction device;\nwherein the first and second traction devices support the\nvehicle\non a\nsupport surface.\n17. The\nvehicle\nof claim 16 wherein power is transferable from the\nhydraulic drive system to the\nelectric\ndrive system by way of a ground\ncoupling\nbetween the first and second traction devices.\n18. The\nvehicle\nof claim 17 further comprising a system of\nhydraulic valves and actuators in fluid communication with the first hydraulic\ndrive\nsystem.\n19. The\nvehicle\nof claim 17 operable in a first operating mode, wherein\nthe first hydraulic drive system is configured to propel the\nvehicle\nacross\nthe support\nsurface, and wherein the second\nelectric\ndrive system is configured to output\nelectrical\npower to the\nbattery\n.\n20. The\nvehicle\nof claim 17 operable in a second operating mode,\nwherein the first hydraulic drive system is configured to propel the\nvehicle\nacross the\nsupport surface, and wherein the second\nelectric\ndrive system is configured to\nadditionally propel the\nvehicle\nacross the support surface.\n-19- | 12/706,324 | United States of America | 2010-02-16 | Véhicule équipé d'un moteur relié à une pompe hydraulique en communication fluide avec un système d'entraînement hydrostatique et au moins un dispositif parmi une pluralité de dispositifs de traction reliés à un moteur d'entraînement hydrostatique. Le véhicule comporte aussi une batterie associée à une machine électrique associée à au moins un dispositif parmi le reste de la pluralité de dispositifs de traction. La machine électrique joue le rôle de moteur pour propulser le véhicule ou de génératrice pour charger la batterie. Un véhicule est équipé d'un système d'entraînement hydraulique et d'un système d'entraînement électrique, chacun étant relié dans son fonctionnement à un dispositif de traction. On peut transférer la puissance du premier système d'entraînement au second système d'entraînement au moyen d'un accouplement au sol entre les dispositifs de traction. | True |
| 168 | Patent 3184964 Summary - Canadian Patents Database | CA 3184964 | NaN | SUPER CAPACITOR BASED POWER SYSTEM FOR DELIVERYVEHICLE | SYSTEME D'ALIMENTATION BASE SUR SUPERCONDENSATEUR POUR VEHICULE DE LIVRAISON | NaN | WOOD, SR., ROBERT J., HALL, CHAD E. | NaN | 2022-06-10 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | SYSTEMATIC POWER MANUFACTURING, LLC | WO 2022/261483\nPCT/US2022/033083\nCLAIMS FOR\nPCT PATENT APPLICATION\nSUPER CAPACITOR BASED POWER\nSYSTEM FOR DELIVERY\nVEHICLE\n22\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nCLAIMS\n1. An\nelectrical\npower system for a delivery\nvehicle\n, with the delivery\nvehicle\nhaving a\ncombustible engine, and a liftgate powered by a liftgate motor, and the\nelectrical\npower system\ncompri sing:\na first\nbattery\n;\nan alternator;\na super capacitor comprising a first capacitor bank and a second capacitor\nbank,\nwherein each of the first capacitor bank and the second capacitor bank\ncomprises ultra-\ncapacitor cells placed in series; and\na diode connecting the first capacitor bank and the second capacitor bank;\nwherein:\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\nengine.\n2. The\nelectrical\npower system of claim 1, wherein:\nthe\nelectrical\npower system further comprises a second\nbattery\n, with the\nsecond\nbattery\nalso residing in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the super capacitor together reside\nwithin the\nengine compartment of the delivery\nvehicle\n;\nthe liftgate motor is secured onto or behind the cargo compai __ intent; and\nwhen a voltage of the first capacitor bank i s less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\n23\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n3 . The\nelectrical\npower system of claim 2, wherein:\nthe super capacitor comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n4. The\nelectrical\npower system of claim 3, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal, with\nelectrical\ncommunication controlled\nby a switch.\n5. The\nelectrical\npower system of claim 4, wherein.\nwhen fully charged by the first and second\nbatteries\n, the second capacitor\nbank contains\nenough energy to power the liftgate motor for the lift gate through at least\ntwo operating cycles\nwithout the first\nbattery\nor the second\nbattery\n.\n6. The\nelectrical\npower system of claim 4, wherein each of the first\ncapacitor bank and\nthe second capacitor bank stores over 50,000 Joules of energy.\n7. The\nelectrical\npower system of claim 4, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\nsuper\ncapacitor;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank allowing charge to be sent from the first capacitor bank to the\nsecond capacitor\nb an k.\n24\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n8. The\nelectrical\npower system of claim 4, wherein the second capacitor\nbank is\nconfigured to put out at least 200 Amps of current for at least two minutes\nfor operating the\nmotor for the lift gate.\n9. The\nelectrical\npower system of claim 4, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal\n10. The\nelectrical\npower system of claim 4, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n11. The\nelectrical\npower system of claim 10, wherein.\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks o together yield a total capacitance of\nat least 1,000\nFarads.\n12. The\nelectrical\npower system of claim 4, wherein the first\nbattery\nand\nthe second\nbattery\nare each lithium-ion\nbatteries\n.\n13. A delivery\nvehicle\n, comprising:\nan engine compartment, a combustible engine residing within the engine\ncompartment,\na cab and a cargo compartment;\na lift gate system residing on the cargo compartment, the lift gate system\ncomprising:\nan el ectri cal liftgate m otor;\na lift gate; and\na user interface for controlling the liftgate motor; and\nan\nelectrical\nsystem, wherein the\nelectrical\nsystem comprises:\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nat least one\nbattery\n;\nan alternator;\na relay start in\nelectrical\ncommunication with the engine;\na first capacitor bank; and\na second capacitor bank;\nwherein:\nthe first capacitor bank is configured to provide power to the relay start to\nstart\nthe engine such that the engine may be started regardless of a voltage\ncondition of the\nat least one\nbattery\n; and\nthe second capacitor bank and the at least one\nbattery\nare configured to\nprovide\npower to the\nelectrical\nliftgate motor.\n14. The delivery\nvehicle\nof claim 13, wherein:\nthe at least one\nbattery\ncomprises a fiist batteiy and a second batteiy,\nthe first capacitor bank and the second capacitor bank reside together within\na capacitor\nhousing;\neach of the first capacitor bank and the second capacitor bank comprises a\nplurality of\nultra-capacitor (UC) cells placed in series; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand supplies\npower, with the alternator, to the relay start to start the engine.\n15. The delivery\nvehicle\nof claim 14, wherein the\nelectrical\npower system\nfurther\ncomprises :\na diode connecting the first capacitor bank and the second capacitor bank; and\na DC/DC converter;\nwherein:\nthe first\nbattery\nand the second\nbattery\nreside in parallel with the second\ncapacitor bank, and together supply power to the\nelectrical\nliftgate motor;\nwhen a voltage of the first capacitor bank is less than a voltage of the\nsecond\ncapacitor bank, power is supplied by the first\nbattery\nand the second\nbattery\n,\nthrough\nthe diode, to re-charge the first capacitor bank.\n26\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n16. The delivery\nvehicle\nof claim 15, wherein when the first capacitor bank\nis fully charged,\nthe DC/DC converter transmits current from the first capacitor bank to the\nsecond capacitor bank\nto charge the second capacitor bank.\n17. The delivery\nvehicle\nof claim 15, wherein:\nthe capacitor housing has three terminals, comprising a first positive\nterminal, a second\npositive terminal, and a negative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n18. The delivery\nvehicle\nof clahn 17, wherein.\nthe second capacitor bank also provides power to a hotel load of the delivery\nvehicle\nthrough the second positive terminal.\n19. The delivery\nvehicle\nof claim 18, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n20. The delivery\nvehicle\nof claim 19, wherein:\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n27\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n21. A method for operating a liftgate, comprising:\nproviding a delivery\nvehicle\n, the delivery\nvehicle\nhaving an alternator, a\ncombustible\nengine, a first\nbattery\n, a capacitor module, and a liftgate; and\nsending a signal to operate the liftgate;\nwherein:\nthe capacitor module comprises a first capacitor bank and a second capacitor\nbank,\neach of the first capacitor bank and the second capacitor bank comprises a\nseries of\nultra-capacitor cells,\na diode connects the first capacitor bank and the second capacitor bank;\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\ncombustible engine.\n22. The method of claim 21, wherein:\nthe capacitor system further comprises a second\nbattery\n, with the second\nbattery\nalso\nresiding in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the capacitor module together reside\nwithin the\nengine compartment of the delivery\nvehicle\n; and\nthe liftgate motor is secured onto the cargo compartment at a rear of the\ndelivery\nvehicl\ne.\n23. The method of claim 22, wherein:\nan\nelectric\nmotor is associated with the liftgate; and\nsending a signal to operate the liftgate comprises sending an\nelectrical\nsignal from the\ncapacitor module to the\nelectric\nmotor to cause the liftgate to be raised or\nto be lowered.\n28\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n24. The method of claim 23, further comprising:\noperating the delivery\nvehicle\nfor a period of time to spin the alternator,\nthereby\ncharging the first bank of capacitors within the capacitor module.\n25. The method of claim 23, wherein:\nthe capacitor system further comprises an isolation switch residing between\nthe first\nbattery\nand the second capacitor bank, and a control button; and\nthe method further comprises pressing the control button, thereby closing the\nisolation\nswitch to send charge from the first\nbattery\nto the second capacitor bank.\n26. The method of claim 23, wherein:\nthe capacitor module comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n27. The method of claim 26, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n28. The method of claim 27, wherein:\nthe second capacitor bank is charged by the first and second\nbatteries\nthrough\nvoltage\nequalization; and\nwhen fully charged, the second capacitor bank contains enough energy to power\nthe\nliftgate motor for the lift gate through at least two operating cycles without\nthe first\nbattery\nor\nthe second\nbattery\n.\n29\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n29. The method of claim 27, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\ncapacitor\nmodule;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank.\n30. The method of claim 29, wherein when the first capacitor bank is fully\ncharged, the\nDC/DC converter transmits current from the first capacitor bank to the second\ncapacitor bank\nto charge the second capacitor bank.\n31. The method of claim 27, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal.\n32. The method of claim 27, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n33. The method of claim 32, wherein:\neach of the first capacitor bank and the second capacitor bank compri ses 6\nultra-\ncapacitors, providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n34. The method of claim 32, wherein:\nwhen a voltage of the first capacitor bank is less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\nCA 03184964 2023-1-4 | 63/209,861 | United States of America | 2021-06-11 | Il est décrit un module de puissance hybride. Le module de puissance est associé à un camion ayant une grille de levage. Le module de puissance comprend un supercondensateur comprenant une batterie de condensateurs, le supercondensateur étant en communication électrique avec un alternateur du camion. Le module de puissance comprend également une batterie, un commutateur, un convertisseur élévateur continu-continu et un câblage électrique. Le câblage électrique connecte la batterie de condensateurs et la première batterie au commutateur, et il connecte en outre le commutateur à un moteur pour la grille de levage. Le supercondensateur et la première batterie sont positionnés en parallèle, le supercondensateur et la première batterie se trouvant à proximité de la grille de levage. Le supercondensateur contient suffisamment d'énergie pour alimenter le moteur électrique pour la porte de levage par l'intermédiaire de cycles de fonctionnement sans la batterie, protégeant la porte de levage si la batterie devient faible. | True |
| 169 | Patent 2946204 Summary - Canadian Patents Database | CA 2946204 | NaN | BIDIRECTIONAL CHARGING SYSTEM FOR ANELECTRICVEHICLE | SYSTEME DE RECHARGE BIDIRECTIONNELLE POUR VEHICULE ELECTRIQUE | NaN | LAMBERT, GHISLAIN, LAVOIE, SAMUEL, LECOURTOIS, ERIC, GIUMENTO, ANGELO, LAGACE, MARIN, DUPRE, JEAN-LUC, PATAULT, LOUIS-ANDRE, BOUDJERIDA, NACER, ZAGHIB, KARIM, PERREAULT, ERIC, VENNE, PHILIPPE | 2023-03-28 | 2015-04-29 | LAVERY, DE BILLY, LLP | French | HYDRO-QUEBEC | 10\nREVENDICATIONS\n1. Un système de recharge bidirectionnelle, comprenant :\nune borne bidirectionnelle (101) pour raccordement à un réseau\nélectrique (102),\nun véhicule électrique (103) pour branchement à la borne (101),\nun panneau de commande (104) accessible à partir de la borne (101),\net\nun moyen de communication à un système de contrôle du réseau\nélectrique (107), ledit véhicule électrique (103) intégrant un chargeur\nbidirectionnel (105), ledit chargeur bidirectionnel (105) permettant un\ntransfert\nd'énergie électrique de la borne (101) à une\nbatterie\nde puissance (106) du\nvéhicule électrique (103) et l'inverse, ledit chargeur bidirectionnel (105)\nétant\nsitué sous le véhicule (103) à proximité du groupe motopropulseur,\ndans lequel ledit chargeur bidirectionnel (105) permet au système de\ncontrôle du réseau (107) de moduler une puissance fournie et retirée au\nvéhicule (103) selon des besoins du réseau électrique (102) à partir d'un\ncalendrier d'événement (109) envoyé à la borne (101),\ndans lequel un utilisateur dudit véhicule (103) peut spécifier un niveau\nde charge (SOC%) minimale de la\nbatterie\nde puissance (106) via le panneau\nde commande (104) de la borne (101).\n2. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nle\nniveau de charge (SOC%) minimale de la\nbatterie\n(106) est compris entre 0%\net 60% d'une charge maximale de la\nbatterie\n(106).\n3. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut annuler une limitation totale de recharge commandée par le\nsystème de contrôle du réseau électrique (107) via le panneau de commande\n(104) de la borne (101).\n4. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut annuler une demande de transfert d'énergie du véhicule vers\nle réseau électrique (V2G) commandée par le système de contrôle du réseau\nélectrique (107) via le panneau de commande (104) de la borne (101).\nDate Reçue/Date Received 2022-03-02\n11\n5. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut ajuster le niveau de charge minimal de la\nbatterie\n(106) du\nvéhicule (103) en fonction du temps par un second calendrier via le panneau\nde commande (104) de la borne (101).\n6. Le système de charge bidirectionnelle selon la revendication 1, dans lequel\nl'utilisateur peut imposer un niveau de charge (SOC%) de la\nbatterie\n(106) du\nvéhicule à un temps précis via le panneau de commande (104) de la borne\n(101).\n7. Un système de recharge bidirectionnelle, comprenant :\nune borne bidirectionnelle (101) raccordée à un réseau électrique\n(102),\nun véhicule électrique (103) pour branchement à la borne\nbidirectionnelle (101),\nune sortie de puissance électrique pour alimenter des charges\ncritiques, et\nun panneau de commande (104) accessible à partir de la borne\nbidirectionnelle (101),\nun chargeur bidirectionnel (105) intégré au véhicule électrique (103)\npermettant le transfert d'énergie électrique de la borne bidirectionnelle\n(101) à\nune\nbatterie\n(106) du véhicule et l'inverse,\ndans lequel le panneau de commande (104) permet à un utilisateur\nd'accepter ou refuser que l'énergie du véhicule électrique (103) soit utilisée\npour alimenter des charges critiques lorsque le réseau électrique (102) est\nabsent,\ndans lequel le panneau de commande (104) permet à l'utilisateur dudit\nvéhicule (103) de spécifier un niveau de charge (SOC%) minimale de la\nbatterie\n(106), et\nun calendrier d'événements (109) transmissible à la borne\nbidirectionnelle (101) pour permettre au chargeur bidirectionnel (105) et à un\nsystème de contrôle du réseau (107) de moduler la puissance fournie et retirée\nau véhicule électrique (103) selon des besoins du réseau à partir du\ncalendrier\nd'événements (109) envoyé à la borne bidirectionnelle (101).\nDate Reçue/Date Received 2022-03-02\n12\n8. Un système de recharge bidirectionnelle, comprenant :\nune borne bidirectionnelle (101) raccordée à un réseau électrique\n(102),\nun panneau de commande (104) accessible à partir de la borne\nbidirectionnelle (101),\nun véhicule électrique (103) pour branchement à la borne\nbidirectionnelle (101), et\nun moyen de communication à un système de contrôle du réseau\nélectrique (107), ledit véhicule intégrant un chargeur bidirectionnel (105),\nledit\nchargeur bidirectionnel permettant le transfert d'énergie électrique de la\nborne\n(101) à la\nbatterie\ndu véhicule (106) et l'inverse, dans lequel le système de\ncontrôle du réseau (107) module la puissance fournie et retirée au véhicule\nselon des besoins du réseau à partir d'un calendrier d'événements (109)\nenvoyé à la borne (101),\ndans lequel le panneau de commande (104) permet à un utilisateur\ndudit véhicule électrique (103) de spécifier un niveau de charge (SOC%)\nminimale de la\nbatterie\n(106).\n9. Le système de charge bidirectionnelle selon la revendication 8, dans lequel\nla\npuissance modulée est active et/ou réactive.\n10. Le système de charge bidirectionnelle selon l'une quelconque des\nrevendications 1 à 9, dans lequel le véhicule inclut une\nbatterie\nLiFePo4\n(202).\nDate Reçue/Date Received 2022-03-02 | 2,850,718 | Canada | 2014-04-29 | Un système de recharge bidirectionnel pour véhicule électrique comprenant une borne bidirectionnelle (101) raccordée au réseau électrique (102), un câble pour le branchement à un véhicule électrique (103), un panneau de commande (104) accessible à partir de la borne et un moyen de communication au système de contrôle du réseau électrique (107), ledit véhicule intègre un chargeur bidirectionnel (105), ledit chargeur bidirectionnel permet le transfert d'énergie électrique de la borne à la batterie (106) du véhicule et l'inverse, dans lequel l'utilisateur dudit véhicule peut spécifier le niveau de charge minimale de la batterie (106) via le panneau de commande de la borne. | True |
| 170 | Patent 3198204 Summary - Canadian Patents Database | CA 3198204 | NaN | SUPPLYING POWER TO ANELECTRICVEHICLE | ALIMENTATION EN ENERGIE D'UN VEHICULE ELECTRIQUE | NaN | IJAZ, MUJEEB, MOORHEAD, BRIAN | NaN | 2021-09-17 | SMART & BIGGAR LP | English | OUR NEXT ENERGY, INC. | CLAIMS\nWhat is claimed is:\n1. A power supply system for an\nelectric\nvehicle\n, comprising:\na traction\nbattery\nconfigured to be connected to and disconnected from a high-\nvoltage DC bus of the\nelectric\nvehicle\nto power the\nelectric\nvehicle\n;\na hybrid range extender\nbattery\ncomprising one or more high energy density\nhybrid\nmodules connected in parallel, with each high energy density hybrid module\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series;\nand\none or more bi-directional DC-DC converters arranged between the one or more\nhigh\nenergy density hybrid modules and the high-voltage DC bus of the\nelectric\nvehicle\n;\nwherein each of the arranged bi-directional DC-DC converters operatively\ncouples a\nDirect Current from a corresponding high energy density hybrid module to the\ntraction\nbattery\nand/or to the powertrain through the high-voltage DC bus of the\nelectric\nvehicle\nin\norder to charge the traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively.\n2. The power supply system of claim 1, wherein each high energy density\nhybrid\nmodule of the one or more high energy density hybrid modules is configured\nwith a\nchemistry that prioritizes high energy density over available cycle life.\n3. The power supply system of claim 1, wherein the traction\nbattery\ncomprises one or\nmore traction modules controlled by a\nBattery\nManagement System (BMS).\n54\n4. The power supply system of claim 1, wherein the one or more traction\nmodules of\nthe traction\nbattery\nis a plurality of traction modules, and the plurality of\ntraction modules\nare connected in series.\n5. The power supply system of claim 1, wherein each cell of the plurality\nof cells is\nconfigured to be independently measurable by the corresponding HMC.\n6. The power supply system of claim 1, wherein the one or more high energy\ndensity\nhybrid modules are configured to manage charging and/or discharging through a\ncorresponding bi-directional DC-DC-converter.\n7. The power supply system of claim 1, wherein the corresponding HMC of a\nhigh\nenergy density hybrid module is configured to further manage a power\ngenerating mode of\nthe power supply system by controlling a rate of charging and discharging of\nits high energy\ndensity hybrid module through sensor information obtained about the\nindependently\nmeasurable cells.\n8. The power supply system of claim 1, further comprising a balancing\ndevice for each\ncell of the high energy density hybrid module and configured to selectively\ndischarge an\nelectric\ncharge stored in the cell.\n9. The power supply system of claim 8, wherein the balancing device is a\nbleeder\nresistor connected in parallel with said each cell.\n10. The power supply system of claim 1, wherein the hybrid range extender\nbattery\ncomprises a plurality of chemistries.\n11. The power supply system of claim 1, wherein cells of at least one high\nenergy\ndensity hybrid module have a cell energy density of about 1000Wh/L or more.\n12. The power supply system of claim 1, wherein the range extender\nbattery\nhas a cycle\nlife of about 200 cycles.\n13. The power supply system of claim 1, wherein the traction\nbattery\nis\npartitioned from\nthe hybrid range extender\nbattery\n.\n14. The power supply system of claim 1, wherein the traction\nbattery\nis\nload-following.\n15. A method of operating a power supply system of an\nelectric\nvehicle\n,\ncomprising:\nproviding a traction\nbattery\ncomprising one or more traction modules\nconfigured to\npower the\nelectric\nvehicle\n;\nproviding a hybrid range extender\nbattery\nhaving one or more high energy\ndensity\nhybrid modules connected in parallel, with each high energy density hybrid\nmodule having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series,\n56\neach cell of the plurality of cells being independently measurable by said\ncorresponding\nHMC;\noperatively coupling a Direct Current from one or more of the high energy\ndensity\nhybrid modules to the high-voltage DC bus to which the traction\nbattery\nand/or\na powertrain\nof the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or\npower the\nelectric\nvehicle\nrespectively by arranging one or more bi-directional DC-DC converters\nbetween the\none or more high energy density hybrid modules and the high-voltage DC bus of\nthe\nelectric\nvehicle\nwith each high energy density hybrid module of the one or more high\nenergy density\nhybrid modules having a corresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n16. The method of claim 15, further comprising detecting a failure of a\ncell by\ncontrolling an input and output current of the high energy density hybrid\nmodule using the\ncorresponding bi-directional DC-DC converter and comparing a corresponding\nmeasured\nimpedance of the cell to a reference profile.\n17. The method of claim 16, further comprising altering, responsive to\ndetecting a failure\nof a cell of the high energy density hybrid module, a rate of discharge of the\nhigh energy\ndensity hybrid module.\n57\n18. The method of claim 16, further comprising deactivating, responsive to\ndetecting a\nfailure of a cell of the high energy density hybrid module, the high energy\ndensity hybrid\nmodule.\n19. The method of claim 15, wherein in order to balance the needs of power\ndelivery and\npreservation of charge cycles, an energy management system prioritizes\ndepletion of an\nenergy of the traction\nbattery\nbefore extracting energy from the hybrid range\nextender\nbattery\n.\n20. The method of claim 15, further comprising transferring power between\nthe traction\nbattery\nand the hybrid range extender\nbattery\n.\n21. The method of claim 15, further comprising, responsive to detecting a\nfailure of the\ntraction\nbattery\n, designating one or more high energy density hybrid modules\nas a temporary\nreplacement by connecting said one or more high energy density hybrid modules\nto the high\nvoltage DC bus.\n22. A method of operating a power supply system of an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a traction\nbattery\nconfigured to power the\nelectric\nvehicle\nand a hybrid\nrange extender\nbattery\nhaving one or more high energy density hybrid modules,\neach having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nindependently\nmeasurable by said corresponding HM, the high energy density hybrid modules\nbeing\n58\noperatively coupled to the high-voltage DC bus to which the traction\nbattery\nand/or a\npowertrain of the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or power\nthe\nelectric\nvehicle\nrespectively, the method comprising:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof\neach corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n23. A\nnon-transitory computer-readable storage medium storing a program which, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\noperatively coupling a Direct Current from one or more high energy density\nhybrid\nmodules of a hybrid range extender\nbattery\nto a high voltage DC bus to which\nthe traction\nbattery\nand/or a powertrain of the\nvehicle\nare connected, in order to charge\nthe traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively through an arrangement\nof one or\nmore bi-directional DC-DC converters between the one or more high energy\ndensity hybrid\nmodules and the high-voltage DC bus of the\nelectric\nvehicle\n, with each high\nenergy density\nhybrid module of the one or more high energy density hybrid modules having a\ncorresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n59\n24. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises detecting a failure of a cell by controlling an\ninput and output\ncurrent of the high energy density hybrid module using the corresponding bi-\ndirectional DC-\nDC converter, and comparing a corresponding measured impedance of the cell to\na\nreference profile.\n25. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises prioritizing depletion of an energy of the\ntraction\nbattery\nbefore\nextracting energy from the hybrid range extender\nbattery\nin order to balance\nthe needs of\npower delivery and preservation of charge cycles.\n26. A computer-implemented method comprising the steps of:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor\nthe subject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n27. The method of claim 26, further comprising:\ngenerating, by attributes prioritization, a set of attributes of the power\nsupply system\nto enforce, and proposing the at least one power output proposal based on the\nattributes.\n28. The method of claim 27, wherein the attributes include a safety\nattribute of the power\nsupply system, a capacity attribute of the power supply system or a life cycle\nattribute of the\npower supply system.\n29. The method of claim 26, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate.\n30. The method of claim 26, wherein the at least one corresponding high\nenergy density\nhybrid module has a chemistry that prioritizes high energy density over\navailable cycle life\nand each cell of the plurality of cells is independently measurable by said\ncorresponding\nHMC.\n61\n31. The method of claim 26, wherein the input data further comprises\ninformation\nselected from the group consisting of information about a user of the\nelectric\nvehicle\n,\ninformation about a fleet other power supply systems and information about an\nenvironment\nof the subject\nelectric\nvehicle\n.\n32. The method of claim 26, wherein the input data further comprises\ncalendar data.\n33. The method of claim 26, further comprising:\nproviding feedback for the power control module indicative of an accuracy of\nproposals in order to reinforce power control module.\n34. The method of claim 26, further comprising:\ncharging a traction\nbattery\nof the power supply system based on the at least\none\npower output proposal.\n35. The method of claim 34, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate through a bi-directional DC-DC converter.\n36. A computer system comprising a processor configured to perform the\nsteps\nincluding:\n62\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative\nof a characteristic of the request for completing a power output proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n37. The computer system of claim 36, wherein the processor is further\nconfigured to\ngenerate, by attributes prioritization, a set of attributes of the of the\npower supply system to\nenforce, and proposing the at least one power output proposal based on the\nattributes.\n38. The computer system of claim 36, wherein the attributes include a\nsafety attribute of\nthe power supply system, a capacity attribute of the power supply system or a\nlife cycle\nattribute of the power supply system.\n63\n39. The computer system of claim 36, wherein the at least one corresponding\nhigh\nenergy density hybrid module has a chemistry that prioritizes high energy\ndensity over\navailable cycle life and each cell of the plurality of cells is independently\nmeasurable by\nsaid corresponding HMC.\n40. The computer system of claim 36, wherein the input data further\ncomprises calendar\ndata.\n41. A non-transitory computer-readable storage medium storing a program\nwhich, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\n64\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n42. The non-transitory computer-readable storage medium of claim 41,\nwherein the\ncomputer system generates, by attributes prioritization, a set of attributes\nof the of the power\nsupply system to enforce, and proposing the at least one power output proposal\nbased on the\nattributes.\n43. The non-transitory computer-readable storage medium of claim 41,\nwherein the\nattributes include a safety attribute of the power supply system, a capacity\nattribute of the\npower supply system or a life cycle attribute of the power supply system.\n44. The non-transitory computer-readable storage medium of claim 41,\nwherein the at\nleast one corresponding high energy density hybrid module has a chemistry that\nprioritizes\nhigh energy density over available cycle life and each cell of the plurality\nof cells is\nindependently measurable by said corresponding HMC.\n45. The non-transitory computer-readable storage medium of claim 41,\nwherein the input\ndata further comprises calendar data.\n46. A\nbattery\nsystem for an\nelectric\nvehicle\n, comprising:\na first\nbattery\nhaving a first chemistry type and a cell energy density of not\nmore than\n500 Wh/L; and\na second\nbattery\nhaving a second chemistry type that is different than the\nfirst\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n47. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas a cell\nenergy density of\nnot more than 400 Wh/L.\n48. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1100 Wh/L.\n49. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1200 Wh/L.\n50. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas an energy\ndensity per\ncycle (EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n51. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 1.0 Wh/L/cycle.\n52. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 2.0 Wh/L/cycle.\n66\n53. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 5.0 Wh/L/cycle.\n54. The\nbattery\nsystem of claim 46, further comprising a third\nbattery\nhaving a third\nchemistry type and a cell energy density of 400-1400 Wh/L.\n55. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\n500-800 Wh/L.\n56. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\nnot less than 1000 Wh/L.\n57. A method of providing power to an\nelectric\nvehicle\n, comprising:\nselectively providing power from a first\nbattery\nor a second\nbattery\nto at\nleast one\nsystem of the\nelectric\nvehicle\n,\nwherein the first\nbattery\nhas a first chemistry type and a cell energy density\nof not\nmore than 500 Wh/L; and\nwherein the second\nbattery\nhas a second chemistry type that is different than\nthe first\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n58. The method of claim 57, wherein the first\nbattery\nhas a cell energy\ndensity of not\nmore than 400 Wh/L.\n67\n59. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1100 Wh/L.\n60. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1200 Wh/L.\n61. The method of claim 57, wherein the first\nbattery\nhas an energy density\nper cycle\n(EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n62. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 1.0\nWh/L/cycle.\n63. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 2.0\nWh/L/cycle.\n64. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 5.0\nWh/L/cycle.\n65. The method of claim 57, further comprising a third\nbattery\nhaving a\nthird chemistry\ntype and a cell energy density of 400-1400 Wh/L.\n66. The method of claim 65, wherein the third batter has a cell energy\ndensity of 500-800\nWh/L.\n68\n67.\nThe method of claim 65, wherein the third batter has a cell energy density of\nnot less\nthan 1000 Wh/L.\n69 | 63/089,990 | United States of America | 2020-10-09 | Un système d'alimentation électrique qui utilise une architecture hybride pour permettre à des produits chimiques à densité d'énergie élevée et à faible durée de vie d'être utilisés dans des batteries rechargeables pour étendre la plage d'une batterie de traction. | True |
| 171 | Patent 2612485 Summary - Canadian Patents Database | CA 2612485 | NaN | HYBRIDELECTRICPOWERTRAIN WITH ANTI-IDLE FUNCTION | GROUPE PROPULSEUR ELECTRIQUE HYBRIDE A FONCTION ANTI-RALENTI | NaN | HUGHES, DOUGLAS A., SKORVPSKI, JEFFREY H., STOVER, THOMAS R. | 2012-09-25 | 2006-06-14 | BORDEN LADNER GERVAIS LLP | English | EATON CORPORATION | CLAIMS:\n1. A method for reducing engine idling time in a hybrid\nvehicle\nthat includes\na\nvehicle\naccessory and a hybrid powertrain having an engine, a generator operatively\ncoupled to the\nengine, an energy source and an\nelectrical\nbus linking the\nvehicle\naccessory\nto the energy\nsource, the method comprising:\nselectively powering the\nvehicle\naccessory using energy transferred from the\nenergy\nsource through the bus while the engine is not running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge;\noperating the engine driven generator to recharge the energy source to a\npredetermined\nmaximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n2. The method of claim 1, wherein the generator is a motor-generator and the\nstep of\nselectively starting the engine includes operating the motor-generator to\ncrank the engine.\n3. The method of claim 2, wherein the hybrid powertrain includes a clutch and\nthe step\nof selectively starting the engine includes engaging the clutch prior to\noperating the motor-\ngenerator to crank the engine.\n4. The method of claim 1, wherein the engine includes a starter motor and the\nstep of\nselectively starting the engine includes operating the starter motor to crank\nthe engine.\n5. The method of claim 1, wherein the\nvehicle\naccessory includes an\nelectrically\n-\noperated HVAC system and the powering step includes powering the\nelectrically\n-\noperated\nHVAC system using the energy source while the engine is not running.\n7\n6. The method of claim 1, wherein the\nvehicle\naccessory includes a 110vAC\ninverter and\nthe powering step includes powering the 110vAC inverter using the energy\nsource while the\nengine is not running.\n7. The method of claim 1, wherein the\nvehicle\naccessory includes a 12vDC\nconverter and\nthe powering step includes powering the 12vDC converter using the energy\nsource while the\nengine is not running.\n8. The method of claim 1, wherein the operating step includes operating the\nengine at a\npredetermined speed and load to recharge the energy source to a predetermined\nmaximum\nstate of charge.\n9. The method of claim 1, wherein the minimum state of charge is about 20% and\nthe\nmaximum state of charge is about 70%.\n10. A method for reducing idling time of an internal combustion engine powered\nhybrid\nelectric\nvehicle\nthat includes an\nelectrically\npowered\nvehicle\naccessory\noperable in a hotel\npower mode to provide one or more conveniences to a\nvehicle\noccupant and a\nhybrid\npowertrain having an internal combustion engine driven generator and a\nbattery\n, the method\ncomprising:\ndetermining if the\nvehicle\nis in the hotel power mode;\nselectively powering the\nelectrically\npowered\nvehicle\naccessory using the\nbattery\nwhile the\nvehicle\nis in hotel power mode and the engine is not running;\nmonitoring the\nbattery\nstate of charge;\nselectively starting the engine when the\nbattery\nstate of charge is less than\nor equal to a\npredetermined minimum state of charge;\noperating the engine driven generator to recharge the\nbattery\nto a\npredetermined\nmaximum state of charge; and\nturning off the engine when the\nbattery\nstate of charge is greater than or\nequal to the\npredetermined maximum state of charge.\n8\n11. A hybrid\nelectric\nvehicle\npower delivery system, comprising:\nan engine;\na generator operatively coupled to the engine;\na\nbattery\nadapted to store an\nelectrical\ncharge generated by the generator;\nan\nelectrical\nbus for transferring\nelectrical\nenergy between the generator and\nthe\nbattery\n;\nat least one\nelectrically\npowered\nvehicle\naccessory operatively linked to the\nenergy\nsource through the\nelectrical\nbus; and\na controller configured to selectively power the\nelectrically\npowered\nvehicle\naccessory\nusing the\nbattery\nwhile the engine is not running; monitor the\nbattery\nstate\nof charge;\nselectively start the engine when the\nbattery\nstate of charge is less than or\nequal to a\npredetermined minimum state of charge; operate the engine driven generator to\nrecharge the\nbattery\nto a predetermined maximum state of charge; and turn off the engine\nwhen the\nbattery\nstate of charge is greater than or equal to the predetermined maximum state of\ncharge.\n12. The power delivery system of claim 11, wherein the generator is a motor-\ngenerator\nand the controller is configured to selectively operate the motor-generator to\ncrank the engine.\n13. The power delivery system of claim 11, wherein the engine includes a\nstarter motor\nand the controller is configured to selectively operate the starter motor to\ncrank the engine.\n14. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes an\nelectrically\noperated HVAC system and the controller is\nconfigured to\npower the\nelectrically\noperated HVAC system using the\nbattery\nwhile the engine\nis not\nrunning.\n15. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 110vAC inverter and the controller is configured to power\nthe 110vAC\ninverter using the\nbattery\nwhile the engine is not running.\n9\n16. The power delivery system of claim 11, wherein the\nelectrically\npowered\nvehicle\naccessory includes a 12vDC converter and the controller is configured to power\nthe 12vDC\nconverter using the\nbattery\nwhile the engine is not running.\n17. The power delivery system of claim 11, wherein the minimum state of charge\nis\nabout 20% and the maximum state of charge is about 70%.\n18. A method for reducing engine idling time in a stationary hybrid\nvehicle\nthat includes a\nvehicle\naccessory and a hybrid powertrain having an engine, a generator\noperatively coupled\nto the engine, and an energy source, the method comprising:\ndetermining whether the\nvehicle\nis stationary;\nselectively powering the\nvehicle\naccessory using the energy source while the\nengine is\nnot running;\nmonitoring the energy source state of charge;\nselectively starting the engine when the energy source state of charge is less\nthan or\nequal to a predetermined minimum state of charge; operating the engine driven\ngenerator to\nrecharge the energy source to a predetermined maximum state of charge; and\nturning off the engine when the energy source state of charge is greater than\nor equal\nto the predetermined maximum state of charge.\n19. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining whether the\nvehicle\nparking brake is engaged.\n20. The method of claim 18, wherein determining whether the\nvehicle\nis\nstationary\nincludes determining the status of a driver selectable switch. | 11/154,427 | United States of America | 2005-06-16 | Procédé de réduction de temps de ralenti de moteur dans un véhicule hybride qui comprend un organe secondaire de véhicule et un groupe propulseur hybride à moteur, un générateur relié opérationnel au moteur et une source d'énergie. Le procédé consiste à alimenter sélectivement l'organe secondaire via la source d'énergie hors fonctionnement moteur, à contrôler l'état de charge de la source d'énergie, à lancer sélectivement le moteur lorsque ledit état de charge est inférieur ou égal à un état de charge minimum préétabli, à faire fonctionner le générateur entraîné par le moteur pour recharger la source d'énergie à un état de charge maximum préétabli, et à couper le moteur lorsque l'état de charge de la source d'énergie est supérieur ou égal à l'état de charge maximum préétabli. On décrit également un système d'alimentation de véhicule électrique hybride équipé de la fonction décrite. | True |
| 172 | Patent 3101554 Summary - Canadian Patents Database | CA 3101554 | NaN | RAIL TRANSPORTVEHICLEELECTRICENERGY STORAGE AND CHARGING SYSTEM | SYSTEME DE STOCKAGE ET DE CHARGE D'ENERGIE ELECTRIQUE D'UN VEHICULE DE TRANSPORT FERROVIAIRE | NaN | PETER, MASON | NaN | 2019-06-03 | CASSAN MACLEAN IP AGENCY INC. | English | FIRST GREATER WESTERN LIMITED | CA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\nClaims\n1. A rail\nelectric\npower storage system for charging\nbattery\npowered rail\nunits comprising:\na stationary\nbattery\n;\na power input configured to charge the stationary\nbattery\nat a first power\nlevel;\na power output configured to discharge the stationary\nbattery\nat a second\npower level, higher\nthan the first power level; and,\na charging apparatus for\nelectrically\nconnecting the power output to a\nbattery\npowered train\nto charge a\nbattery\nof the\nbattery\npowered train.\n2. A rail\nelectric\npower storage system according to claim 1, in which the\npower input is\nconnected to mains power.\n3. A rail\nelectric\npower storage system according to claim 1 or 2, in which\nthe power input is\nconfigured to continuously charge the stationary\nbattery\n.\n4. A rail\nelectric\npower storage system according to any preceding claim,\nin which the power\ninput is configured to trickle charge or charge at relatively low power the\nstationary\nbattery\n.\n5. A rail\nelectric\npower storage system according to any preceding claim,\nin which the stationary\nbattery\ncomprises a container storing at least one\nbattery\ncell, in which the\ncontainer is a shipping\ncontainer.\n6. A rail transport\nvehicle\ncharging system comprising:\na charging rail dimensioned to be fully coverable by a train carriage;\na power supply for charging an\nelectric\ntrain\nbattery\n, the power supply being\nconfigured to\nselectively supply a charging current to the charging rail; and,\na sensor apparatus configured to detect the position and / or movement of a\ntrain carriage\nover the charging rail;\nin which the sensor is connected to the power supply such that the charging\ncurrent is only\nsupplied to the charging rail when the train carriage at least partially\ncovers the charging rail.\n7. A rail transport\nvehicle\ncharging system according to claim 6, in which\nthe charging current is\nonly supplied to the charging rail when the train carriage fully covers the\ncharging rail.\n16\nCA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\n8. A rail transport\nvehicle\ncharging system according to claim 6 or 7, in\nwhich the sensor is\nconfigured to detect a circuit being made with the charging rail, and to apply\nthe charging current\nupon detection of the circuit being made.\n9. A rail transport\nvehicle\ncharging system according to claim 8,\nconfigured to apply a sensing\nelectrical\npotential to the charging rail, in which the sensor is configured\nto detect a sensing current\nflowing as a result of the sensing\nelectrical\npotential.\n10. A rail transport\nvehicle\ncharging system according to claim 9, in which\nthe sensing current is\nAC and the charging current is DC.\n11. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 10, in which the sensor\nis configured to detect the presence of a train carriage over the charging\nrail.\n12. A rail transport\nvehicle\ncharging system according to claim 11, in\nwhich the sensor is an\nelectromagnetic, e.g. optical or radio frequency sensor.\n13. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 12, comprising a\nplurality of discrete charging rails configured to simultaneously charge a\nplurality of train carriages.\n14. A rail transport\nvehicle\ncharging system according to claim 13, in\nwhich each discrete charging\nrail comprises a respective sensor apparatus configured to detect the position\nand / or movement of\na respective train carriage over the charging rail, and in which each sensor\napparatus is connected to\na power supply such that the charging current is only supplied to the\nrespective charging rail when a\nrespective train carriage at least partially covers the respective charging\nrail.\n15. A rail transport\nvehicle\ncharging system according to claim 14, in\nwhich the power supply is\ncommon to the plurality of charging rails.\n16. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 15, in which the\ncharging rail is positioned between two running rails.\n17. A rail transport\nvehicle\ncharging system according to any of claims 6\nto 16, comprising a further\ncharging rail configured to make the charging circuit with the charging rail.\n18. A rail transport\nvehicle\ncharging system according to claim 17, in\nwhich the further charging\nrail is connected to earth potential.\n19. A rail transport\nvehicle\ncharging system according to claim 18, in\nwhich the further charging\nrail is positioned outside of the running rails.\n17\nCA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\n20. A rail transport\nvehicle\ncharging system according to any of claims\n6 to 19, comprising a rail\ntransport\nvehicle\nhaving an on-board\nbattery\narranged to be charged by the\nrail transport\nvehicle\ncharging system, in which the rail transport\nvehicle\ncomprises an\nelectrical\ncontact for contact with\nthe charging rail.\n21. A rail transport\nvehicle\ncharging system according to claim 20, in\nwhich the sensor apparatus\nis on-board the rail transport\nvehicle\n.\n22. A rail transport\nvehicle\ncharging system according to claim 21, in\nwhich the sensor apparatus\nis configured to detect\nelectrical\nconnection between the\nelectrical\ncontact\nand the charging rail.\n23. A rail transport\nvehicle\ncharging system according to claim 22, in\nwhich the sensor apparatus\nis configured to detect motion of the rail transport\nvehicle\n.\n24. A rail transport\nvehicle\ncharging system according to claim 23, in\nwhich the sensor apparatus\nis configured to detect a driver input of the rail transport\nvehicle\n.\n25. A rail transport\nvehicle\nelectric\nenergy storage and charging system\ncomprising an\nelectric\nenergy storage according to any of claims 1 to 5 and a charging system\naccording to any of claims 6 to\n24.\n26. An\nelectric\nrail transport\nvehicle\ncomprising:\nan\nelectric\nmotor for propelling the\nvehicle\n;\na\nbattery\narranged to power the\nelectric\nmotor; and,\na rail contact electrode extending from the\nvehicle\nand configured to contact\na rail, in which\nthe rail contact electrode is connected to the\nbattery\nto provide a charging\ncurrent from the rail to the\nbattery\nin use.\n27. An\nelectric\nrail transport\nvehicle\naccording to claim 24, comprising\ntwo sets of wheels, the sets\nof wheels spaced apart in a direction normal to a direction of travel of the\nvehicle\n, in which the rail\ncontact member extends between the two sets of wheels.\n28. An\nelectric\nrail transport\nvehicle\naccording to claim 24, comprising\ntwo sets of wheels, the sets\nof wheels spaced apart in a direction normal to a direction of travel of the\nvehicle\n, in which the rail\ncontact member extends on one side of the two sets of wheels.\n29. An\nelectric\nrail transport\nvehicle\naccording to any of claims 26 to\n28, and a rail transport\nvehicle\ncharging system according to any of claims 6 to 19 in which the rail contact\nmember is in contact with\nthe charging rail.\n18\nCA 03101554 2020-11-25\nWO 2019/229479\nPCT/GB2019/051531\n30. A rail transport\nvehicle\nand charging system comprising an\nelectric\nenergy storage according\nto any of claims 1 to 5 and an\nelectric\nrail transport\nvehicle\naccording to\nclaim 29.\n19 | 1809019.1 | United Kingdom | 2018-06-01 | Un système de stockage et de charge d'énergie électrique d'un véhicule de transport ferroviaire comprend un sous-système de stockage d'énergie (200) et un système de charge (400) ayant un rail de charge (4) qui ne charge qu'un véhicule (10) lorsque le rail est recouvert. L'invention concerne également un véhicule ferroviaire alimenté par batterie ayant une semelle de charge en contact avec le rail. | True |
| 173 | Patent 2979965 Summary - Canadian Patents Database | CA 2979965 | NaN | BATTERYPACK OFELECTRICVEHICLE,ELECTRICVEHICLECHASSIS AND METHOD FOR REPLACINGBATTERYMODULES | BLOC-BATTERIE DE VEHICULE ELECTRIQUE, CHASSIS DE VEHICULE ELECTRIQUE ET PROCEDE POUR REMPLACER DES MODULES DE BATTERIE | NaN | SHAM, WELLEN | NaN | 2016-03-14 | SMART & BIGGAR LP | English | THUNDER POWER NEW ENERGY VEHICLE DEVELOPMENT COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A\nbattery\npack for an\nelectric\nvehicle\n, the\nbattery\npack comprising:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides.\n2. The\nbattery\npack of claim 1, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n3. The\nbattery\npack of claim 2, wherein the at least one opening is\nprovided on the\nbottom of the support part.\n4. The\nbattery\npack of claim 3, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n5. The\nbattery\npack of claim 4, wherein the plurality of\nbattery\nmodules\nare mounted\nto the bottom of the support part through fasteners.\n6. The\nbattery\npack of claim 3, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n7. The\nbattery\npack of claim 3, wherein the layer mounted above the top of\nthe\nsupport part is a carbon fiber composite layer.\n8. An\nelectric\nvehicle\nchassis comprising:\nan underbody panel located below a cabin of an\nelectric\nvehicle\n;\n13\ntwo side sills extending along the longitudinal direction of the underbody\npanel, wherein\neach of the two side sills comprises an upper part and a lower part and is\nconnected to one of the\ntwo opposite sides of the underbody panel through the upper part thereof;\na\nbattery\npack located below the underbody panel and between the two side\nsills, wherein\nthe\nbattery\npack comprises:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides; and\nwherein the\nbattery\npack is configured to be mounted to the lower parts of the\ntwo side\nsills through the bottom of the support part.\n9. The\nelectric\nvehicle\nchassis of claim 8, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n10. The\nelectric\nvehicle\nchassis of claim 8, wherein the at least one\nopening provided\non the support part is provided on the bottom of the support part.\n11. The\nelectric\nvehicle\nchassis of claim 10, wherein the bottom of the\nsupport part is\nprovided with mounting flanges extending along the longitudinal direction of\nthe underbody\npanel, wherein the\nbattery\npack is mounted to the lower parts of the two side\nsills using the\nmounting flanges.\n12. The\nelectric\nvehicle\nchassis of claim 11, wherein the mounting flanges\nof the\nsupport part are mounted to the lower parts of the two side sills through\nfasteners.\n13. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\n14\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n14. The\nelectric\nvehicle\nchassis of claim 13, wherein the plurality of\nbattery\nmodules\nare mounted to the bottom of the support part through fasteners.\n15. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n16. The\nelectric\nvehicle\nchassis of claim 10, wherein the layer mounted\nabove the top\nof the support part is a carbon fiber composite layer.\n17. A method for replacing a\nbattery\nmodule in an\nelectric\nvehicle\n, the\nmethod\ncomprising:\nidentifying a first\nbattery\nmodule from among a plurality of\nbattery\nmodules\nin a\nbattery\npack, wherein the\nbattery\npack is located within the\nelectric\nvehicle\nand\ncomprises:\nthe plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on the bottom of the support part to enable the\nplurality of\nbattery\nmodules to be passed through the at least one opening and be\ndetachably mounted to the\nbottom of the support part so as to be supported by the bottom;\ndetaching the first\nbattery\nmodule from the bottom of the support part;\nremoving the first\nbattery\nmodule from the support part by passing the first\nbattery\nmodule through the at least one opening;\ninserting a second\nbattery\nmodule into the support part by passing the second\nbattery\nmodule through the at least one opening; and\nmounting the second\nbattery\nmodule to the bottom of the support part.\n18. The method of claim 17, wherein the second\nbattery\nmodule has a higher\nelectrical\npotential energy than the first\nbattery\nmodule.\n19. The method of claim 18, further comprising:\nremoving a protector sheet from below the bottom of the support part.\n20. The method of claim 18, further comprising:\nremoving fasteners that are configured to mount the first\nbattery\nmodule to\nthe bottom of\nthe support part.\n16 | 62/133,991 | United States of America | 2015-03-16 | La présente invention concerne des systèmes et des procédés pour configurer des blocs-batteries dans des véhicules électriques. Un bloc-batterie peut comprendre une pluralité de modules de batterie, une partie de support, et au moins une ouverture prévue sur la partie de support. La partie de support peut être pourvue d'une partie inférieure pour supporter la pluralité de modules de batterie, de côtés, d'une partie supérieure, et d'un espace de logement formé par la partie inférieure, les côtés, et la partie supérieure pour loger la pluralité de modules de batterie. L'ouverture prévue sur la partie inférieure de la partie de support peut permettre à la pluralité de modules de batterie de passer à travers la ou les ouvertures et d'être montés de manière détachable sur la partie inférieure de la partie de support de manière à être supportés par la partie inférieure. | True |
| 174 | Patent 3095767 Summary - Canadian Patents Database | CA 3095767 | NaN | SYSTEM AND METHOD FORBATTERYSELECTION | SYSTEME ET PROCEDE DE SELECTION DE BATTERIE | NaN | JIN, ZHIHONG H., BALLO, MICHAEL THOMAS, ZHANG, ZHENLI, DIAZ MARTINEZ, DIEGO HERNAN, ARREDONDO CARDENAS, RAUL JACINTO | NaN | 2019-04-19 | WILSON LUE LLP | English | CPS TECHNOLOGY HOLDINGS LLC | CA 03095767 2020-09-30\nWO 2019/204705 PCT/US2019/028283\nCLAIMS\nWhat is claimed is:\n1. A\nbattery\nlongevity predictor comprising:\na plurality of\nbattery\nfactors;\na plurality of\nelectrical\nload factors;\na plurality of cycling or crank data;\nan output;\nwherein the output comprises a\nbattery\nlongevity predictor based on the\nplurality of\nbattery\nfactors, plurality of\nvehicle\nloads, and the plurality of cycling or\ncrank data.\n2. The\nbattery\nlongevity predictor of claim 1, further comprising a\nbattery\nsimulator having\nthe plurality of\nbattery\nfactors, the plurality of\nvehicle\nloads, and/or the\nplurality of\ncycling or crank data.\n3. The\nbattery\nlongevity predictor of claim 1, wherein the\nelectrical\nload\nfactors comprise\ndriver factors.\n4. The\nbattery\nlongevity predictor of claim 3, wherein the driver factors\ncomprise driving\npatterns and driving context.\n5. The\nbattery\nlongevity predictor of claim 1, wherein the\nelectrical\nload\nfactors comprise\nenvironmental factors.\n6. The\nbattery\nlongevity predictor of claim 2, wherein the\nbattery\nsimulator comprises a\nvehicle\nsimulation and performance analysis.\n7. A\nvehicle\ncomprising:\na\nvehicle\nsystem having a system having a number of loads defining a load\nprofile;\n16\nCA 03095767 2020-09-30\nWO 2019/204705 PCT/US2019/028283\na validated\nbattery\ncomprising one or more\nbatteries\nwhich can fulfill the\nload profile;\nan integrated\nbattery\nselected from the validated\nbattery\n, the integrated\nbattery\nselected\nfor longevity relative to other\nbatteries\n;\nwherein the validated\nbattery\nis provided within the\nvehicle\n.\n8. The\nvehicle\nof claim 7, wherein the load profile comprises\nbattery\nsize.\n9. The\nvehicle\nof claim 7, wherein the load profile comprises environmental\nfactors.\n10. The\nvehicle\nof claim 7, wherein the load profile comprises driver factors.\n11. The\nvehicle\nof claim 7, wherein the load profile comprises\nvehicle\nloads.\n12. The\nvehicle\nof claim 7, wherein longevity is evaluated relative to a\nnumber of factors,\nwhich may include Amp-hr throughput over time, average and peak current over\ntime,\nstate of charge over time, depth of discharge over time, and Fuel Economy.\n13. A\nbattery\nselector comprising:\na plurality of\nbattery\nfactors;\na plurality of\nelectrical\nload factors;\na plurality of cycling or crank data;\nan output;\nwherein the output comprises a\nbattery\nselection based on the plurality of\nbattery\nfactors,\nplurality of\nvehicle\nloads, and the plurality of cycling or crank data.\n14. The\nbattery\nselector of claim 13, further comprising a\nbattery\nsimulator\nhaving the\nplurality of\nbattery\nfactors, the plurality of\nvehicle\nloads, and/or the\nplurality of cycling or\ncrank data.\n15. The\nbattery\nselector of claim 13, wherein the\nelectrical\nload factors\ncomprise driver\nfactors.\n17\nCA 03095767 2020-09-30\nWO 2019/204705 PCT/US2019/028283\n16. The\nbattery\nselector of claim 15, wherein the driver factors comprise\ndriving patterns and\ndriving context.\n17. The\nbattery\nselector of claim 13, wherein the\nelectrical\nload factors\ncomprise\nenvironmental factors.\n18. The\nbattery\nselector of claim 14, wherein the\nbattery\nsimulator comprises\na\nvehicle\nsimulation and performance analysis.\n19. The\nbattery\nselector of claim 13, further comprising a display, wherein\nthe display shows\nthe\nbattery\nselection.\n20. The\nbattery\nselector of claim 15, wherein the driver factors comprise user\ninput driver\nfactors.\n18 | 62/660,613 | United States of America | 2018-04-20 | La présente invention concerne un véhicule comprenant un système de véhicule ayant un système ayant un certain nombre de charges définissant un profil de charge ; une batterie validée comprenant une ou plusieurs batteries qui peuvent remplir le profil de charge ; une batterie intégrée choisie parmi la batterie validée, la batterie intégrée étant sélectionnée pour sa longévité par rapport à d'autres batteries ; la batterie validée étant disposée à l'intérieur du véhicule. La présente invention concerne en outre un prédicteur de longévité de batterie comprenant une pluralité de facteurs de batterie ; une pluralité de facteurs de charge électrique ; une pluralité de données de cycle ou de vilebrequin ; une sortie ; la sortie comprenant un prédicteur de longévité de batterie basé sur la pluralité de facteurs de batterie, une pluralité de charges de véhicule, et la pluralité de données de cycle ou de vilebrequin. | True |
| 175 | Patent 2979965 Summary - Canadian Patents Database | CA 2979965 | NaN | BATTERYPACK OFELECTRICVEHICLE,ELECTRICVEHICLECHASSIS AND METHOD FOR REPLACINGBATTERYMODULES | BLOC-BATTERIE DE VEHICULE ELECTRIQUE, CHASSIS DE VEHICULE ELECTRIQUE ET PROCEDE POUR REMPLACER DES MODULES DE BATTERIE | NaN | SHAM, WELLEN | NaN | 2016-03-14 | SMART & BIGGAR LP | English | THUNDER POWER NEW ENERGY VEHICLE DEVELOPMENT COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A\nbattery\npack for an\nelectric\nvehicle\n, the\nbattery\npack comprising:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides.\n2. The\nbattery\npack of claim 1, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n3. The\nbattery\npack of claim 2, wherein the at least one opening is\nprovided on the\nbottom of the support part.\n4. The\nbattery\npack of claim 3, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n5. The\nbattery\npack of claim 4, wherein the plurality of\nbattery\nmodules\nare mounted\nto the bottom of the support part through fasteners.\n6. The\nbattery\npack of claim 3, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n7. The\nbattery\npack of claim 3, wherein the layer mounted above the top of\nthe\nsupport part is a carbon fiber composite layer.\n8. An\nelectric\nvehicle\nchassis comprising:\nan underbody panel located below a cabin of an\nelectric\nvehicle\n;\n13\ntwo side sills extending along the longitudinal direction of the underbody\npanel, wherein\neach of the two side sills comprises an upper part and a lower part and is\nconnected to one of the\ntwo opposite sides of the underbody panel through the upper part thereof;\na\nbattery\npack located below the underbody panel and between the two side\nsills, wherein\nthe\nbattery\npack comprises:\na plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on either the bottom or sides of the support\npart to enable\nthe plurality of\nbattery\nmodules to be passed through the at least one opening\nand be detachably\nmounted to either the bottom or sides of the support part so as to be\nsupported by either the\nbottom or sides; and\nwherein the\nbattery\npack is configured to be mounted to the lower parts of the\ntwo side\nsills through the bottom of the support part.\n9. The\nelectric\nvehicle\nchassis of claim 8, further comprising:\na layer mounted above the top of the support part to cover the plurality of\nbattery\nmodules accommodated in the support part.\n10. The\nelectric\nvehicle\nchassis of claim 8, wherein the at least one\nopening provided\non the support part is provided on the bottom of the support part.\n11. The\nelectric\nvehicle\nchassis of claim 10, wherein the bottom of the\nsupport part is\nprovided with mounting flanges extending along the longitudinal direction of\nthe underbody\npanel, wherein the\nbattery\npack is mounted to the lower parts of the two side\nsills using the\nmounting flanges.\n12. The\nelectric\nvehicle\nchassis of claim 11, wherein the mounting flanges\nof the\nsupport part are mounted to the lower parts of the two side sills through\nfasteners.\n13. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\nfirst and second mounting flanges provided on each of the plurality of\nbattery\nmodules,\nwherein the first and second mounting flanges are respectively arranged on two\nopposite sides of\na bottom of each of the plurality of\nbattery\nmodules so that the plurality of\nbattery\nmodules can\n14\nbe mounted to the bottom of the support part using the first and second\nmounting flanges, and\nwherein the first and second mounting flanges are mounted below the bottom of\nthe support part.\n14. The\nelectric\nvehicle\nchassis of claim 13, wherein the plurality of\nbattery\nmodules\nare mounted to the bottom of the support part through fasteners.\n15. The\nelectric\nvehicle\nchassis of claim 10, further comprising:\na protector sheet mounted below the bottom of the support part to cover the\nplurality of\nbattery\nmodules accommodated in the support part.\n16. The\nelectric\nvehicle\nchassis of claim 10, wherein the layer mounted\nabove the top\nof the support part is a carbon fiber composite layer.\n17. A method for replacing a\nbattery\nmodule in an\nelectric\nvehicle\n, the\nmethod\ncomprising:\nidentifying a first\nbattery\nmodule from among a plurality of\nbattery\nmodules\nin a\nbattery\npack, wherein the\nbattery\npack is located within the\nelectric\nvehicle\nand\ncomprises:\nthe plurality of\nbattery\nmodules;\na support part provided with a bottom for supporting the plurality of\nbattery\nmodules,\nsides, a top, and an accommodation space formed by the bottom, the sides, and\nthe top for\naccommodating the plurality of\nbattery\nmodules; and\nat least one opening provided on the bottom of the support part to enable the\nplurality of\nbattery\nmodules to be passed through the at least one opening and be\ndetachably mounted to the\nbottom of the support part so as to be supported by the bottom;\ndetaching the first\nbattery\nmodule from the bottom of the support part;\nremoving the first\nbattery\nmodule from the support part by passing the first\nbattery\nmodule through the at least one opening;\ninserting a second\nbattery\nmodule into the support part by passing the second\nbattery\nmodule through the at least one opening; and\nmounting the second\nbattery\nmodule to the bottom of the support part.\n18. The method of claim 17, wherein the second\nbattery\nmodule has a higher\nelectrical\npotential energy than the first\nbattery\nmodule.\n19. The method of claim 18, further comprising:\nremoving a protector sheet from below the bottom of the support part.\n20. The method of claim 18, further comprising:\nremoving fasteners that are configured to mount the first\nbattery\nmodule to\nthe bottom of\nthe support part.\n16 | 62/133,991 | United States of America | 2015-03-16 | La présente invention concerne des systèmes et des procédés pour configurer des blocs-batteries dans des véhicules électriques. Un bloc-batterie peut comprendre une pluralité de modules de batterie, une partie de support, et au moins une ouverture prévue sur la partie de support. La partie de support peut être pourvue d'une partie inférieure pour supporter la pluralité de modules de batterie, de côtés, d'une partie supérieure, et d'un espace de logement formé par la partie inférieure, les côtés, et la partie supérieure pour loger la pluralité de modules de batterie. L'ouverture prévue sur la partie inférieure de la partie de support peut permettre à la pluralité de modules de batterie de passer à travers la ou les ouvertures et d'être montés de manière détachable sur la partie inférieure de la partie de support de manière à être supportés par la partie inférieure. | True |
| 176 | Patent 2692966 Summary - Canadian Patents Database | CA 2692966 | NaN | VEHICLEPROPULSION DEVICE | DISPOSITIF DE PROPULSION DE VEHICULE | NaN | UCHIYAMA, NAOKI | 2015-01-27 | 2008-07-04 | ROBIC | English | KABUSHIKI KAISHA ATSUMITEC | -21-\nCLAIMS\n1. A\nvehicle\npropulsion device comprising:\na motor generator that is installed in a\nvehicle\nand is\ncapable of driving a drive wheel of the\nvehicle\nby working as a\nmotor and braking the drive wheel of the\nvehicle\nby working as a\ngenerator;\na storage\nbattery\nthat transfers\nelectric\npower to and from\nthe motor generator;\na first thermoelectric conversion element that is thermally\nconnected to the motor generator; and\na power control unit that controls the power transfer\nbetween the motor generator and the storage\nbattery\nso that the\nelectric\npower is supplied from the storage\nbattery\nto the motor\ngenerator when the motor generator drives the drive wheel, and, on\nthe other hand, controls the power transfer between the motor\ngenerator and the storage\nbattery\nso that the\nelectric\npower is\nsupplied from the motor generator to the storage\nbattery\n, and\nsimultaneously controls a power supply from the motor generator to\nthe first thermoelectric conversion element so that the first\nthermoelectric conversion element is supplied with\nelectric\npower\nfrom the motor generator to cool the motor generator, when the\nmotor generator brakes the drive wheel.\n2. The\nvehicle\npropulsion device according to claim 1,\nwherein the power control unit implements such control that the\nfirst thermoelectric conversion element converts thermal energy\ngenerated by the motor generator into\nelectric\npower and supplies\nthe\nelectric\npower to the storage\nbattery\nor the motor generator\nwhen the first thermoelectric conversion element is not in the\nprocess of cooling the motor generator.\n3. The\nvehicle\npropulsion device according to claim 1,\nfurther comprising a second thermoelectric conversion element that\nis thermally connected to the storage\nbattery\n, wherein\n-22-\nwhen the motor generator drives the drive wheel, the power\ncontrol unit implements such control that the second\nthermoelectric conversion element converts the thermal energy of\nthe storage\nbattery\ninto\nelectric\npower and supplies the\nelectric\npower to the motor generator, and when the motor generator brakes\nthe drive wheel, the power control unit implements such control\nthat the second thermoelectric conversion element converts the\nthermal energy of the storage\nbattery\ninto\nelectric\npower and\ncharges the storage\nbattery\n.\n4. The\nvehicle\npropulsion device according to claim 1,\nfurther comprising a storage rate sensor that detects quantity of\nelectricity\nstored in the storage\nbattery\n, wherein\nwhen the motor generator brakes the drive wheel, and\nelectric\npower is supplied from the motor generator to the storage\nbattery\n, the power control unit implements such control that power\nsupply from the motor generator to the first thermoelectric\nconversion element is stopped if the quantity of\nelectricity\n,\nwhich has been detected by the storage rate sensor, is less than\npredetermined quantity of\nelectricity\n, and that the first\nthermoelectric conversion element is supplied with\nelectric\npower\nfrom the motor generator to cool the motor generator if the\nquantity of\nelectricity\n, which has been detected by the storage\nrate sensor, is equal to or more than the predetermined quantity\nof\nelectricity\n.\n5. The\nvehicle\npropulsion device according to claim 4,\nwherein when the motor generator brakes the drive wheel, and\nelectric\npower is supplied from the motor generator to the storage\nbattery\n, the power control unit implements such control that the\nfirst thermoelectric conversion element converts the thermal\nenergy generated by the motor generator into\nelectric\npower to\ncharge the storage\nbattery\nif the quantity of\nelectricity\n, which\nhas been detected by the storage rate sensor, is less than the\npredetermined quantity of\nelectricity\n.\n-23-\n6. The\nvehicle\npropulsion device according to claim 4,\nwherein the predetermined quantity of\nelectricity\nis less than a\nrated storage capacity of the storage\nbattery\n.\n7. The\nvehicle\npropulsion device according to claim 3,\nfurther comprising a\nbattery\ntemperature sensor that detects the\ntemperature of the storage\nbattery\n, wherein\nwhen the motor generator brakes the drive wheel, and the\ntemperature of the storage\nbattery\n, which has been detected by the\nbattery\ntemperature sensor, is equal to or higher than\npredetermined temperature, the power control unit implements such\ncontrol that the second thermoelectric conversion element is\nsupplied with\nelectric\npower from the motor generator to cool the\nstorage\nbattery\n. | 2007-180868 | Japan | 2007-07-10 | Lorsque des roues motrices (3) d'un véhicule sont entraînées par un moteur-générateur (10) fonctionnant en tant que moteur, une puissance électrique est fournie par une batterie secondaire (20) au moteur-générateur (10). D'autre part, lorsque les roues motrices (3) sont freinées par le moteur-générateur (10) fonctionnant en tant que générateur, une puissance électrique est fournie par le moteur-générateur (10) à la batterie secondaire (20) et, en même temps, un premier élément de conversion thermoélectrique (11) reçoit une puissance électrique en provenance du moteur-générateur (10) pour refroidir le moteur-générateur (10). | True |
| 177 | Patent 2412680 Summary - Canadian Patents Database | CA 2412680 | NaN | HYBRIDVEHICLEAND CONTROL METHOD THEREFOR | VEHICULE HYBRIDE ET METHODE DE COMMANDE | NaN | TAKEMASA, KOICHIRO, TAMAGAWA, YUTAKA | 2004-09-21 | 2002-11-22 | MARKS & CLERK | English | HONDA GIKEN KOGYO KABUSHIKI KAISHA | 27\nWhat is claimed is:\n1. A hybrid\nvehicle\ncomprising an engine for driving the\nvehicle\nand a motor\nfor assist\ndriving the engine and for generating\nelectric\npower, further comprises:\na\nbattery\n, which is charged by\nelectric\npower generated by said motor;\na DC/DC converter, capable of outputting a variable output voltage, and which\noutputs a control voltage for controlling auxiliary machines of the\nvehicle\nby\ndecreasing\nthe voltage of the\nbattery\n;\na temperature detecting device for detecting a temperature of the\nbattery\n; and\nan output voltage increasing device which activates said DC/DC converter by\nsetting the output voltage of the DC/DC converter at a predetermined value\nwhen the\ntemperature of the\nbattery\nis below a predetermined value, and which increases\nthe output\nvoltage gradually from said predetermined value alter said DC/DC converter is\nactivated.\n2. A hybrid\nvehicle\ncomprising an engine for driving the\nvehicle\nand a motor\nfor assist\ndriving of the engine and for generating\nelectric\npower, further comprises:\na\nbattery\n, which is charged by\nelectric\npower generated by said motor;\na DC/DC converter, capable of outputting a variable output voltage, and which\noutputs a control voltage for controlling auxiliary machines of the\nvehicle\nby\ndecreasing\nthe voltage of the\nbattery\n;\na temperature detecting device for detecting a temperature of the\nbattery\n; and\nan output voltage switching control device, which activates said DC/DC\nconverter by setting the output voltage of said DC/DC converter at a first\nvoltage when the\n28\ntemperature of said batter is below the predetermined temperature, and which\ncarries out a\ncontrol operation to switch the output voltage from said first voltage value\nto a second\nvoltage value, which is higher than the first voltage.\n3. A hybrid\nvehicle\naccording to claim 1, wherein, after activating said DC/DC\nconverter,\nsaid output voltage increasing device gradually increases the amount of\nelectric\npower\ngenerated by the motor in response to the output response characteristic of\nthe engine, and\ngradually increases the output voltage of the DC/DC converter in response to\nthe increase\nof the amount of\nelectric\npower generated by the motor.\n4. A hybrid\nvehicle\naccording to claim 2, wherein, after said DC/DC converter\nis\nactivated, said output voltage switching control device gradually increases\nthe amount of\nelectric\npower generated by said motor in response to the output response\ncharacteristic of\nsaid engine, and switches the output voltage of said DC/DC converter from said\nfirst\nvoltage to said second voltage.\n5. A hybrid\nvehicle\naccording to claim 2, wherein said hybrid\nvehicle\nfurther\ncomprising\na\nelectric\npower comparison device for comparing between said\nelectric\npower\ngenerated\nby said motor and the\nelectric\npower consumed by said DC/DC converter, and\nwhen it is\ndetermined by said\nelectric\npower comparison device that said\nelectric\npower\ngenerated by\nthe motor is equivalent to said\nelectric\npower consumed by said DC/DC\nconverter, said\noutput voltage switching control device carries out a control operation to\nswitch the output\nvoltage of said DC/DC converter from said first voltage to said second\nvoltage.\n6. A hybrid\nvehicle\naccording to claim 2, wherein said hybrid\nvehicle\nfurther\ncomprising\n29\na torque comparison device for comparing between said\nelectric\npower\ngeneration torque\nby said motor and the target\nelectric\npower torque, and when it is determined\nby said\ntorque comparison device that said power generation torque by the motor is\nequivalent to\nsaid target power generation torque, said output voltage switching control\ndevice carries\nout a control operation to switch the output voltage of said DC/DC converter\nfrom said\nfirst voltage to said second voltage.\n7. A hybrid\nvehicle\naccording to claim 6, wherein said torque comparison\ndevice\ncalculates the target power generation torque from said\nelectric\npower\nconsumed by loads\nconnected to the DC/DC converter and from a rate of rotation of said motor.\n8. A method of controlling a hybrid\nvehicle\ncomprising an engine for driving\nthe\nvehicle\n,\na motor for assist driving of the engine and for generating\nelectric\npower, a\nbattery\n, to be\ncharged by\nelectric\npower generated by said motor; a DC/DC converter, capable\nof\noutputting a variable output voltage. and outputting a control voltage for\ncontrolling\nauxiliary machines of the\nvehicle\nby depressing the voltage of the\nbattery\n,\nand a\ntemperature detecting device for detecting a temperature of the\nbattery\n,\nwherein said\nmethod of controlling the hybrid\nvehicle\nfurther comprises:\na control step for activating said DC/DC motor while setting the output\nvoltage of\nsaid DC/DC converter at a predetermined voltage, when the temperature of the\nbattery\nis\nbelow a predetermined temperature, and,\na control step, after said DC/DC converter has been activated, for gradually\nincreasing the output voltage of said DC/DC converter from said predetermined\nvoltage.\n9. A method of controlling a hybrid\nvehicle\ncomprising an engine for driving\nthe\nvehicle\n,\n30\na motor for assist driving of the engine and for generating\nelectric\npower, a\nbattery\nto be\ncharged by\nelectric\npower generated by said motor; a DC/DC converter, capable\nof\noutputting a variable output voltage, and outputting a control voltage for\ncontrolling\nauxiliary machines of the\nvehicle\nby depressing the voltage of the\nbattery\n,\nand a\ntemperature detecting device for detecting a temperature of the\nbattery\n,\nwherein said\nmethod of controlling the hybrid\nvehicle\ncomprises:\na control step for activating said DC/DC motor while setting the output\nvoltage of\nsaid DC/DC converter at a first voltage, when the temperature of the\nbattery\nis below a\npredetermined temperature, and\na control step, after said DC/DC converter has been activated, for gradually\nincreasing the output voltage of said DC/DC converter from said first voltage\nto a second\nvoltage which is higher than the first voltage. | 2001-378802 | Japan | 2001-12-12 | Un véhicule hybride et une méthode de contrôle du véhicule hybride sont fournis, permettant de supprimer la décharge de la batterie au moment du démarrage d'un convertisseur CC/CC et de supprimer une chute de tension temporelle de la batterie. Lorsque le moteur est au ralenti et que la puissance générée par le moteur n'est pas suffisante, le contrôleur du moteur démarre le convertisseur CC/CC à un état de tension de sortie basse, et le niveau de puissance générée par le moteur est augmenté graduellement à une vitesse sans perturber la rotation au ralenti du moteur, et lorsqu'il est déterminé que la puissance générée par le moteur est suffisamment élevée en comparant le niveau de puissance générée avec le niveau de consommation d'énergie à la sortie du convertisseur CC/CC, le mode de fonctionnement du convertisseur CC/CC à sortie variable bascule du mode basse tension au mode haute tension. | True |
| 178 | Patent 2782541 Summary - Canadian Patents Database | CA 2782541 | NaN | ATTACH AND DETACH DEVICE OFBATTERYFORELECTRICVEHICLE | DISPOSITIF POUR ATTACHER ET DETACHER UNE BATTERIE D'UN VEHICULE ELECTRIQUE | NaN | YU, CHI-MAN, SIM, JOO-SUB, PARK, YONG-GEU, JANG, WOONG-SUNG, KIM, YUN-HA, PARK, JUN-SEOK, CHOI, WOONG-CHUL, JEONG, JAY-IL, WON-KYU, KIM | 2017-01-10 | 2012-07-03 | BRION RAFFOUL | English | MOTEX PRODUCTS CO., LTD., KOOKMIN UNIVERSITY INDUSTRY ACADEMY COOPERATION FOUNDATION, INDUSTRY-UNIVERSITY COOPERATION FOUNDATION OF KOREA AEROSPACE UNIVERSITY | 33\nWhat is claimed is:\n1.An\nelectric\nvehicle\nbattery\nattaching/detaching device\ncomprising:\na\nbattery\nmounting unit formed on an\nelectric\nvehicle\nand\nadapted to detachably mount a\nbattery\n;\na loader having a plurality of\nbattery\nstands, each\nbattery\nstand being adapted to detachably mount a fully-charged\nbattery\nto be exchanged with the\nbattery\nmounted on the\nbattery\nmounting unit; and\na\nbattery\nattaching/detaching unit adapted to move along X-axis,\nY-axis, and Z-axis between the\nbattery\nmounting unit and the\nbattery\nstand by means of a movement device, detach a\nbattery\nmounted on the\nbattery\nmounting unit or the\nbattery\nstand, and\nexchange and mount the\nbattery\non the\nbattery\nstand or the\nbattery\nmounting unit,\nwherein the\nbattery\nhas coupling holes formed near corners,\nupper surface incisions formed on both lateral portions,\nrespectively, each upper surface incision having an engaging\nledge formed at a predetermined height from a bottom portion,\nand lower surface incisions formed on front and rear portions,\nrespectively, each lower surface incision having an engaging\nledge formed at a predetermined height from a top portion.\n2. The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 1, wherein the\nbattery\nmounting unit\ncomprises:\na bottom portion of a predetermined area so that the\nbattery\nis\nseated and supported;\ncoupling protrusions extending a predetermined length in a\ndirection perpendicular to the bottom portion, the coupling\n34\nprotrusions being positioned on an Identical vertical line\nwith the coupling holes of the\nbattery\n; and\ngrasping holders adapted to engage with or disengage from the\nengaging ledges of the upper surface incisions of the\nbattery\nby means of elastic force.\n3. The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 2, wherein the grasping holders are adapted\nto make hinge rotation in a forward/backward direction by\nmeans of elastic members, the grasping holders have stepped\nportions formed to horizontally engage with the engaging\nledges formed on the upper surface incisions of the\nbattery\n,\nrespectively, and a slanted surface portion is formed to be\nslanted upwards from an inner end surface of each stepped\nportion in an outward direction.\n4.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 1, wherein the movement device comprises:\na pair of fixed guide rails installed horizontally on the\nloader;\na variable guide rail installed on the fixed guide rails in a\nperpendicular direction thereto, wherein the variable guide\nrail moves horizontally along one of X-axis or Y-axis;\na movable rail adapted to move horizontally along the other of\nX-axis or Y-axis with regard to the variable guide rail, as\nwell as move vertically along Z-axis, the\nbattery\nattaching/detaching unit being installed on a lower end of the\nmovable rail.\n5.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 2, wherein the\nbattery\nattaching/detaching\nunit is installed on the movement device to be able to move\n35\nalong X-axis, Y-axis, and Z-axis, and the\nbattery\nattaching/detaching unit comprises:\na main unit shaped and sized in conformity with the\nbattery\n;\ngrasping units formed on front and rear surfaces of the main\nunit, respectively, and adapted to make hinge rotation\nvertically and horizontally in response to\nelectric\nsignals;\nand\ndisengaging units formed on left and right surfaces of the main\nunit, respectively, and adapted to make hinge rotation\nvertically and horizontally in response to\nelectric\nsignals.\n6.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 5, wherein the grasping units are positioned\nto vertically correspond to the lower surface incisions of the\nbattery\nand have a corresponding number, each grasping unit\nhas a vertical unit adapted to make hinge rotation vertically\nor horizontally in response to an\nelectric\nsignal and a\nhorizontal unit extending from an end of the vertical unit in\na perpendicular direction, and the horizontal units are\nadapted to horizontally engage with the engaging ledges formed\non the lower surface incisions of the\nbattery\n, when the\ngrasping unitS are folded, and grasp the\nbattery\n.\n7.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 5, wherein the disengaging units are\npositioned to vertically correspond to the upper surface\nincisions of the\nbattery\nand the grasping holders of the\nbattery\nmounting unit and have a corresponding number.\n8.The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 1, wherein the\nbattery\nstand comprises:\n36\na bottom portion of a predetermined area so that the\nbattery\nis\nseated and supported; and\ncoupling protrusions extending a predetermined length in a\ndirection perpendicular to the bottom portion, the coupling\nprotrusions being positioned on an identical vertical line\nwith the coupling holes of the\nbattery\n.\n9. The\nelectric\nvehicle\nbattery\nattaching/detaching device as\nclaimed in claim 8, wherein grasping holders are installed on\nthe bottom portion of the\nbattery\nstand and adapted to engage\nwith or disengage from the engaging ledges of the upper\nsurface incisions of the\nbattery\nby means of elastic force. | 10-2011-0136669 | Republic of Korea | 2011-12-16 | Linvention concerne un dispositif pour attacher et détacher une batterie de véhicule électrique. Linvention comprend une batterie ayant des incisions formées sur les parties latérales, chacune des incisions présentant respectivement un rebord dattache inférieur; une unité de fixation de batterie adaptée pour fixer de façon amovible la batterie, lunité de fixation de batterie comportant des supports de prise formés sur une partie inférieure et adaptés pour se fixer aux rebords dattache inférieurs des incisions de batterie ou sen détacher; et un élément dentraînement adapté pour faire pivoter les supports de prise en réaction à un signal électrique, pour que les supports de prise se fixent aux rebords dattache inférieurs des incisions de batterie ou sen détachent. Lorsquune batterie est installée et placée à un endroit précis de lunité de fixation de batterie, la batterie est fermement retenue sur lunité de fixation de batterie et ne peut sortir de lunité de fixation de batterie, même si le véhicule électrique vibre ou se retrouve sur le capot, par exemple. | True |
| 179 | Patent 3198204 Summary - Canadian Patents Database | CA 3198204 | NaN | SUPPLYING POWER TO ANELECTRICVEHICLE | ALIMENTATION EN ENERGIE D'UN VEHICULE ELECTRIQUE | NaN | IJAZ, MUJEEB, MOORHEAD, BRIAN | NaN | 2021-09-17 | SMART & BIGGAR LP | English | OUR NEXT ENERGY, INC. | CLAIMS\nWhat is claimed is:\n1. A power supply system for an\nelectric\nvehicle\n, comprising:\na traction\nbattery\nconfigured to be connected to and disconnected from a high-\nvoltage DC bus of the\nelectric\nvehicle\nto power the\nelectric\nvehicle\n;\na hybrid range extender\nbattery\ncomprising one or more high energy density\nhybrid\nmodules connected in parallel, with each high energy density hybrid module\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series;\nand\none or more bi-directional DC-DC converters arranged between the one or more\nhigh\nenergy density hybrid modules and the high-voltage DC bus of the\nelectric\nvehicle\n;\nwherein each of the arranged bi-directional DC-DC converters operatively\ncouples a\nDirect Current from a corresponding high energy density hybrid module to the\ntraction\nbattery\nand/or to the powertrain through the high-voltage DC bus of the\nelectric\nvehicle\nin\norder to charge the traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively.\n2. The power supply system of claim 1, wherein each high energy density\nhybrid\nmodule of the one or more high energy density hybrid modules is configured\nwith a\nchemistry that prioritizes high energy density over available cycle life.\n3. The power supply system of claim 1, wherein the traction\nbattery\ncomprises one or\nmore traction modules controlled by a\nBattery\nManagement System (BMS).\n54\n4. The power supply system of claim 1, wherein the one or more traction\nmodules of\nthe traction\nbattery\nis a plurality of traction modules, and the plurality of\ntraction modules\nare connected in series.\n5. The power supply system of claim 1, wherein each cell of the plurality\nof cells is\nconfigured to be independently measurable by the corresponding HMC.\n6. The power supply system of claim 1, wherein the one or more high energy\ndensity\nhybrid modules are configured to manage charging and/or discharging through a\ncorresponding bi-directional DC-DC-converter.\n7. The power supply system of claim 1, wherein the corresponding HMC of a\nhigh\nenergy density hybrid module is configured to further manage a power\ngenerating mode of\nthe power supply system by controlling a rate of charging and discharging of\nits high energy\ndensity hybrid module through sensor information obtained about the\nindependently\nmeasurable cells.\n8. The power supply system of claim 1, further comprising a balancing\ndevice for each\ncell of the high energy density hybrid module and configured to selectively\ndischarge an\nelectric\ncharge stored in the cell.\n9. The power supply system of claim 8, wherein the balancing device is a\nbleeder\nresistor connected in parallel with said each cell.\n10. The power supply system of claim 1, wherein the hybrid range extender\nbattery\ncomprises a plurality of chemistries.\n11. The power supply system of claim 1, wherein cells of at least one high\nenergy\ndensity hybrid module have a cell energy density of about 1000Wh/L or more.\n12. The power supply system of claim 1, wherein the range extender\nbattery\nhas a cycle\nlife of about 200 cycles.\n13. The power supply system of claim 1, wherein the traction\nbattery\nis\npartitioned from\nthe hybrid range extender\nbattery\n.\n14. The power supply system of claim 1, wherein the traction\nbattery\nis\nload-following.\n15. A method of operating a power supply system of an\nelectric\nvehicle\n,\ncomprising:\nproviding a traction\nbattery\ncomprising one or more traction modules\nconfigured to\npower the\nelectric\nvehicle\n;\nproviding a hybrid range extender\nbattery\nhaving one or more high energy\ndensity\nhybrid modules connected in parallel, with each high energy density hybrid\nmodule having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nconnected in series,\n56\neach cell of the plurality of cells being independently measurable by said\ncorresponding\nHMC;\noperatively coupling a Direct Current from one or more of the high energy\ndensity\nhybrid modules to the high-voltage DC bus to which the traction\nbattery\nand/or\na powertrain\nof the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or\npower the\nelectric\nvehicle\nrespectively by arranging one or more bi-directional DC-DC converters\nbetween the\none or more high energy density hybrid modules and the high-voltage DC bus of\nthe\nelectric\nvehicle\nwith each high energy density hybrid module of the one or more high\nenergy density\nhybrid modules having a corresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n16. The method of claim 15, further comprising detecting a failure of a\ncell by\ncontrolling an input and output current of the high energy density hybrid\nmodule using the\ncorresponding bi-directional DC-DC converter and comparing a corresponding\nmeasured\nimpedance of the cell to a reference profile.\n17. The method of claim 16, further comprising altering, responsive to\ndetecting a failure\nof a cell of the high energy density hybrid module, a rate of discharge of the\nhigh energy\ndensity hybrid module.\n57\n18. The method of claim 16, further comprising deactivating, responsive to\ndetecting a\nfailure of a cell of the high energy density hybrid module, the high energy\ndensity hybrid\nmodule.\n19. The method of claim 15, wherein in order to balance the needs of power\ndelivery and\npreservation of charge cycles, an energy management system prioritizes\ndepletion of an\nenergy of the traction\nbattery\nbefore extracting energy from the hybrid range\nextender\nbattery\n.\n20. The method of claim 15, further comprising transferring power between\nthe traction\nbattery\nand the hybrid range extender\nbattery\n.\n21. The method of claim 15, further comprising, responsive to detecting a\nfailure of the\ntraction\nbattery\n, designating one or more high energy density hybrid modules\nas a temporary\nreplacement by connecting said one or more high energy density hybrid modules\nto the high\nvoltage DC bus.\n22. A method of operating a power supply system of an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a traction\nbattery\nconfigured to power the\nelectric\nvehicle\nand a hybrid\nrange extender\nbattery\nhaving one or more high energy density hybrid modules,\neach having\nchemistry that prioritizes high energy density over available cycle life and\nincluding a\ncorresponding hybrid module controller (HMC) and a plurality of cells\nindependently\nmeasurable by said corresponding HM, the high energy density hybrid modules\nbeing\n58\noperatively coupled to the high-voltage DC bus to which the traction\nbattery\nand/or a\npowertrain of the\nvehicle\nare connected in order to charge the traction\nbattery\nand/or power\nthe\nelectric\nvehicle\nrespectively, the method comprising:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof\neach corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n23. A\nnon-transitory computer-readable storage medium storing a program which, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\noperatively coupling a Direct Current from one or more high energy density\nhybrid\nmodules of a hybrid range extender\nbattery\nto a high voltage DC bus to which\nthe traction\nbattery\nand/or a powertrain of the\nvehicle\nare connected, in order to charge\nthe traction\nbattery\nand/or power the\nelectric\nvehicle\nrespectively through an arrangement\nof one or\nmore bi-directional DC-DC converters between the one or more high energy\ndensity hybrid\nmodules and the high-voltage DC bus of the\nelectric\nvehicle\n, with each high\nenergy density\nhybrid module of the one or more high energy density hybrid modules having a\ncorresponding bi-directional DC-DC converter; and\ncontrolling a power generating mode of the power supply system by:\ncontrolling, using the corresponding HMC, a rate of charging and discharging\nof its corresponding high energy density hybrid module through sensor\ninformation obtained\nabout the independently measurable cells.\n59\n24. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises detecting a failure of a cell by controlling an\ninput and output\ncurrent of the high energy density hybrid module using the corresponding bi-\ndirectional DC-\nDC converter, and comparing a corresponding measured impedance of the cell to\na\nreference profile.\n25. The non-transitory computer-readable storage medium of claim 23,\nwherein the\nprocedure further comprises prioritizing depletion of an energy of the\ntraction\nbattery\nbefore\nextracting energy from the hybrid range extender\nbattery\nin order to balance\nthe needs of\npower delivery and preservation of charge cycles.\n26. A computer-implemented method comprising the steps of:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor\nthe subject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n27. The method of claim 26, further comprising:\ngenerating, by attributes prioritization, a set of attributes of the power\nsupply system\nto enforce, and proposing the at least one power output proposal based on the\nattributes.\n28. The method of claim 27, wherein the attributes include a safety\nattribute of the power\nsupply system, a capacity attribute of the power supply system or a life cycle\nattribute of the\npower supply system.\n29. The method of claim 26, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate.\n30. The method of claim 26, wherein the at least one corresponding high\nenergy density\nhybrid module has a chemistry that prioritizes high energy density over\navailable cycle life\nand each cell of the plurality of cells is independently measurable by said\ncorresponding\nHMC.\n61\n31. The method of claim 26, wherein the input data further comprises\ninformation\nselected from the group consisting of information about a user of the\nelectric\nvehicle\n,\ninformation about a fleet other power supply systems and information about an\nenvironment\nof the subject\nelectric\nvehicle\n.\n32. The method of claim 26, wherein the input data further comprises\ncalendar data.\n33. The method of claim 26, further comprising:\nproviding feedback for the power control module indicative of an accuracy of\nproposals in order to reinforce power control module.\n34. The method of claim 26, further comprising:\ncharging a traction\nbattery\nof the power supply system based on the at least\none\npower output proposal.\n35. The method of claim 34, wherein the power output proposal comprises\ninstructions\nfor the at least one HMC to manage a power generating mode of the power supply\nsystem of\nusing the at least one corresponding high energy density hybrid module by\ncontrolling a\ncharging and discharging of the at least one corresponding high energy density\nhybrid\nmodule by a defined rate through a bi-directional DC-DC converter.\n36. A computer system comprising a processor configured to perform the\nsteps\nincluding:\n62\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative\nof a characteristic of the request for completing a power output proposal\noperation, and\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n37. The computer system of claim 36, wherein the processor is further\nconfigured to\ngenerate, by attributes prioritization, a set of attributes of the of the\npower supply system to\nenforce, and proposing the at least one power output proposal based on the\nattributes.\n38. The computer system of claim 36, wherein the attributes include a\nsafety attribute of\nthe power supply system, a capacity attribute of the power supply system or a\nlife cycle\nattribute of the power supply system.\n63\n39. The computer system of claim 36, wherein the at least one corresponding\nhigh\nenergy density hybrid module has a chemistry that prioritizes high energy\ndensity over\navailable cycle life and each cell of the plurality of cells is independently\nmeasurable by\nsaid corresponding HMC.\n40. The computer system of claim 36, wherein the input data further\ncomprises calendar\ndata.\n41. A non-transitory computer-readable storage medium storing a program\nwhich, when\nexecuted by a computer system, causes the computer system to perform a\nprocedure\ncomprising:\nindependently measuring, by at least one hybrid module controller (HMC),\nparameters of each cell of a plurality of cells of at least one corresponding\nhigh energy\ndensity hybrid module of a power supply system, the plurality of cells being\nconnected in\nseries in the at least one corresponding high energy density hybrid module;\nreceiving the measured parameters as at least a part of a set of subject\nelectric\nvehicle\nparameters, indicative of one or more characteristics of a subject\nelectric\nvehicle\n, for\nuse by a power control module;\ngenerating input data using at least the set of subject\nelectric\nvehicle\nparameters;\nextracting one or more features from the input data, the one or more features\nrepresentative of a characteristic of the request for completing a power\noutput proposal\noperation, and\n64\nproposing, using the power control module, at least one power output proposal\nfor the\nsubject\nelectric\nvehicle\n;\nwherein the power control module operates as a machine learning engine.\n42. The non-transitory computer-readable storage medium of claim 41,\nwherein the\ncomputer system generates, by attributes prioritization, a set of attributes\nof the of the power\nsupply system to enforce, and proposing the at least one power output proposal\nbased on the\nattributes.\n43. The non-transitory computer-readable storage medium of claim 41,\nwherein the\nattributes include a safety attribute of the power supply system, a capacity\nattribute of the\npower supply system or a life cycle attribute of the power supply system.\n44. The non-transitory computer-readable storage medium of claim 41,\nwherein the at\nleast one corresponding high energy density hybrid module has a chemistry that\nprioritizes\nhigh energy density over available cycle life and each cell of the plurality\nof cells is\nindependently measurable by said corresponding HMC.\n45. The non-transitory computer-readable storage medium of claim 41,\nwherein the input\ndata further comprises calendar data.\n46. A\nbattery\nsystem for an\nelectric\nvehicle\n, comprising:\na first\nbattery\nhaving a first chemistry type and a cell energy density of not\nmore than\n500 Wh/L; and\na second\nbattery\nhaving a second chemistry type that is different than the\nfirst\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n47. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas a cell\nenergy density of\nnot more than 400 Wh/L.\n48. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1100 Wh/L.\n49. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas a cell\nenergy density\nof at least 1200 Wh/L.\n50. The\nbattery\nsystem of claim 46, wherein the first\nbattery\nhas an energy\ndensity per\ncycle (EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n51. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 1.0 Wh/L/cycle.\n52. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 2.0 Wh/L/cycle.\n66\n53. The\nbattery\nsystem of claim 46, wherein the second\nbattery\nhas an EDC\nrating of at\nleast 5.0 Wh/L/cycle.\n54. The\nbattery\nsystem of claim 46, further comprising a third\nbattery\nhaving a third\nchemistry type and a cell energy density of 400-1400 Wh/L.\n55. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\n500-800 Wh/L.\n56. The\nbattery\nsystem of claim 54, wherein the third batter has a cell\nenergy density of\nnot less than 1000 Wh/L.\n57. A method of providing power to an\nelectric\nvehicle\n, comprising:\nselectively providing power from a first\nbattery\nor a second\nbattery\nto at\nleast one\nsystem of the\nelectric\nvehicle\n,\nwherein the first\nbattery\nhas a first chemistry type and a cell energy density\nof not\nmore than 500 Wh/L; and\nwherein the second\nbattery\nhas a second chemistry type that is different than\nthe first\nchemistry type and having a cell energy density of not less than 1000 Wh/L.\n58. The method of claim 57, wherein the first\nbattery\nhas a cell energy\ndensity of not\nmore than 400 Wh/L.\n67\n59. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1100 Wh/L.\n60. The method of claim 57, wherein the second\nbattery\nhas a cell energy\ndensity of at\nleast 1200 Wh/L.\n61. The method of claim 57, wherein the first\nbattery\nhas an energy density\nper cycle\n(EDC) rating of 0.12 - 0.16 Wh/L/cycle.\n62. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 1.0\nWh/L/cycle.\n63. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 2.0\nWh/L/cycle.\n64. The method of claim 57, wherein the second\nbattery\nhas an EDC rating of\nat least 5.0\nWh/L/cycle.\n65. The method of claim 57, further comprising a third\nbattery\nhaving a\nthird chemistry\ntype and a cell energy density of 400-1400 Wh/L.\n66. The method of claim 65, wherein the third batter has a cell energy\ndensity of 500-800\nWh/L.\n68\n67.\nThe method of claim 65, wherein the third batter has a cell energy density of\nnot less\nthan 1000 Wh/L.\n69 | 63/089,990 | United States of America | 2020-10-09 | Un système d'alimentation électrique qui utilise une architecture hybride pour permettre à des produits chimiques à densité d'énergie élevée et à faible durée de vie d'être utilisés dans des batteries rechargeables pour étendre la plage d'une batterie de traction. | True |
| 180 | Patent 3184964 Summary - Canadian Patents Database | CA 3184964 | NaN | SUPER CAPACITOR BASED POWER SYSTEM FOR DELIVERYVEHICLE | SYSTEME D'ALIMENTATION BASE SUR SUPERCONDENSATEUR POUR VEHICULE DE LIVRAISON | NaN | WOOD, SR., ROBERT J., HALL, CHAD E. | NaN | 2022-06-10 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | SYSTEMATIC POWER MANUFACTURING, LLC | WO 2022/261483\nPCT/US2022/033083\nCLAIMS FOR\nPCT PATENT APPLICATION\nSUPER CAPACITOR BASED POWER\nSYSTEM FOR DELIVERY\nVEHICLE\n22\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nCLAIMS\n1. An\nelectrical\npower system for a delivery\nvehicle\n, with the delivery\nvehicle\nhaving a\ncombustible engine, and a liftgate powered by a liftgate motor, and the\nelectrical\npower system\ncompri sing:\na first\nbattery\n;\nan alternator;\na super capacitor comprising a first capacitor bank and a second capacitor\nbank,\nwherein each of the first capacitor bank and the second capacitor bank\ncomprises ultra-\ncapacitor cells placed in series; and\na diode connecting the first capacitor bank and the second capacitor bank;\nwherein:\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\nengine.\n2. The\nelectrical\npower system of claim 1, wherein:\nthe\nelectrical\npower system further comprises a second\nbattery\n, with the\nsecond\nbattery\nalso residing in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the super capacitor together reside\nwithin the\nengine compartment of the delivery\nvehicle\n;\nthe liftgate motor is secured onto or behind the cargo compai __ intent; and\nwhen a voltage of the first capacitor bank i s less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\n23\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n3 . The\nelectrical\npower system of claim 2, wherein:\nthe super capacitor comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n4. The\nelectrical\npower system of claim 3, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal, with\nelectrical\ncommunication controlled\nby a switch.\n5. The\nelectrical\npower system of claim 4, wherein.\nwhen fully charged by the first and second\nbatteries\n, the second capacitor\nbank contains\nenough energy to power the liftgate motor for the lift gate through at least\ntwo operating cycles\nwithout the first\nbattery\nor the second\nbattery\n.\n6. The\nelectrical\npower system of claim 4, wherein each of the first\ncapacitor bank and\nthe second capacitor bank stores over 50,000 Joules of energy.\n7. The\nelectrical\npower system of claim 4, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\nsuper\ncapacitor;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank allowing charge to be sent from the first capacitor bank to the\nsecond capacitor\nb an k.\n24\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n8. The\nelectrical\npower system of claim 4, wherein the second capacitor\nbank is\nconfigured to put out at least 200 Amps of current for at least two minutes\nfor operating the\nmotor for the lift gate.\n9. The\nelectrical\npower system of claim 4, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal\n10. The\nelectrical\npower system of claim 4, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n11. The\nelectrical\npower system of claim 10, wherein.\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks o together yield a total capacitance of\nat least 1,000\nFarads.\n12. The\nelectrical\npower system of claim 4, wherein the first\nbattery\nand\nthe second\nbattery\nare each lithium-ion\nbatteries\n.\n13. A delivery\nvehicle\n, comprising:\nan engine compartment, a combustible engine residing within the engine\ncompartment,\na cab and a cargo compartment;\na lift gate system residing on the cargo compartment, the lift gate system\ncomprising:\nan el ectri cal liftgate m otor;\na lift gate; and\na user interface for controlling the liftgate motor; and\nan\nelectrical\nsystem, wherein the\nelectrical\nsystem comprises:\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\nat least one\nbattery\n;\nan alternator;\na relay start in\nelectrical\ncommunication with the engine;\na first capacitor bank; and\na second capacitor bank;\nwherein:\nthe first capacitor bank is configured to provide power to the relay start to\nstart\nthe engine such that the engine may be started regardless of a voltage\ncondition of the\nat least one\nbattery\n; and\nthe second capacitor bank and the at least one\nbattery\nare configured to\nprovide\npower to the\nelectrical\nliftgate motor.\n14. The delivery\nvehicle\nof claim 13, wherein:\nthe at least one\nbattery\ncomprises a fiist batteiy and a second batteiy,\nthe first capacitor bank and the second capacitor bank reside together within\na capacitor\nhousing;\neach of the first capacitor bank and the second capacitor bank comprises a\nplurality of\nultra-capacitor (UC) cells placed in series; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand supplies\npower, with the alternator, to the relay start to start the engine.\n15. The delivery\nvehicle\nof claim 14, wherein the\nelectrical\npower system\nfurther\ncomprises :\na diode connecting the first capacitor bank and the second capacitor bank; and\na DC/DC converter;\nwherein:\nthe first\nbattery\nand the second\nbattery\nreside in parallel with the second\ncapacitor bank, and together supply power to the\nelectrical\nliftgate motor;\nwhen a voltage of the first capacitor bank is less than a voltage of the\nsecond\ncapacitor bank, power is supplied by the first\nbattery\nand the second\nbattery\n,\nthrough\nthe diode, to re-charge the first capacitor bank.\n26\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n16. The delivery\nvehicle\nof claim 15, wherein when the first capacitor bank\nis fully charged,\nthe DC/DC converter transmits current from the first capacitor bank to the\nsecond capacitor bank\nto charge the second capacitor bank.\n17. The delivery\nvehicle\nof claim 15, wherein:\nthe capacitor housing has three terminals, comprising a first positive\nterminal, a second\npositive terminal, and a negative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n18. The delivery\nvehicle\nof clahn 17, wherein.\nthe second capacitor bank also provides power to a hotel load of the delivery\nvehicle\nthrough the second positive terminal.\n19. The delivery\nvehicle\nof claim 18, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n20. The delivery\nvehicle\nof claim 19, wherein:\neach of the first capacitor bank and the second capacitor bank comprises 6\nultra-\ncapacitors, thereby providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n27\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n21. A method for operating a liftgate, comprising:\nproviding a delivery\nvehicle\n, the delivery\nvehicle\nhaving an alternator, a\ncombustible\nengine, a first\nbattery\n, a capacitor module, and a liftgate; and\nsending a signal to operate the liftgate;\nwherein:\nthe capacitor module comprises a first capacitor bank and a second capacitor\nbank,\neach of the first capacitor bank and the second capacitor bank comprises a\nseries of\nultra-capacitor cells,\na diode connects the first capacitor bank and the second capacitor bank;\nthe first\nbattery\nresides in parallel with the second capacitor bank, and\ntogether\nsupply power to the liftgate motor; and\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator\nand\nsupplies power, with the alternator, to a relay start for the delivery\nvehicle\nto start the\ncombustible engine.\n22. The method of claim 21, wherein:\nthe capacitor system further comprises a second\nbattery\n, with the second\nbattery\nalso\nresiding in parallel with the second capacitor bank;\nthe delivery\nvehicle\nhas an engine compartment and a cargo compartment;\nthe first\nbattery\n, the second\nbattery\nand the capacitor module together reside\nwithin the\nengine compartment of the delivery\nvehicle\n; and\nthe liftgate motor is secured onto the cargo compartment at a rear of the\ndelivery\nvehicl\ne.\n23. The method of claim 22, wherein:\nan\nelectric\nmotor is associated with the liftgate; and\nsending a signal to operate the liftgate comprises sending an\nelectrical\nsignal from the\ncapacitor module to the\nelectric\nmotor to cause the liftgate to be raised or\nto be lowered.\n28\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n24. The method of claim 23, further comprising:\noperating the delivery\nvehicle\nfor a period of time to spin the alternator,\nthereby\ncharging the first bank of capacitors within the capacitor module.\n25. The method of claim 23, wherein:\nthe capacitor system further comprises an isolation switch residing between\nthe first\nbattery\nand the second capacitor bank, and a control button; and\nthe method further comprises pressing the control button, thereby closing the\nisolation\nswitch to send charge from the first\nbattery\nto the second capacitor bank.\n26. The method of claim 23, wherein:\nthe capacitor module comprises a housing having three terminals; and\nthe first capacitor bank and the second capacitor bank reside together within\nthe\nhousing.\n27. The method of claim 26, wherein:\nthe three terminals comprise a first positive terminal, a second positive\nterminal, and a\nnegative terminal;\nthe first capacitor bank is in\nelectrical\ncommunication with and is charged by\nthe\nalternator through the first positive terminal; and\nthe second capacitor bank is in\nelectrical\ncommunication with the liftgate\nmotor\nthrough the second positive terminal.\n28. The method of claim 27, wherein:\nthe second capacitor bank is charged by the first and second\nbatteries\nthrough\nvoltage\nequalization; and\nwhen fully charged, the second capacitor bank contains enough energy to power\nthe\nliftgate motor for the lift gate through at least two operating cycles without\nthe first\nbattery\nor\nthe second\nbattery\n.\n29\nCA 03184964 2023-1-4\nWO 2022/261483\nPCT/US2022/033083\n29. The method of claim 27, further comprising:\nan integrated DC/DC boost converter also residing within the housing of the\ncapacitor\nmodule;\nand wherein the DC/DC converter has an input side in\nelectrical\ncommunication\nwith\nthe first capacitor bank, and an output side in\nelectrical\ncommunication with\nthe second\ncapacitor bank.\n30. The method of claim 29, wherein when the first capacitor bank is fully\ncharged, the\nDC/DC converter transmits current from the first capacitor bank to the second\ncapacitor bank\nto charge the second capacitor bank.\n31. The method of claim 27, wherein:\nthe second capacitor bank provides power to a hotel load of the delivery\nvehicle\nthrough\nthe second positive terminal.\n32. The method of claim 27, wherein:\nthe first capacitor bank is in\nelectrical\ncommunication with the alternator by\nmeans of\nan alternator cable connecting the alternator to the first positive terminal;\nand\nthe second capacitor bank is configured to support peak currents in the\nliftgate motor\nwhen the liftgate motor is in operation.\n33. The method of claim 32, wherein:\neach of the first capacitor bank and the second capacitor bank compri ses 6\nultra-\ncapacitors, providing two sets of six capacitors, in series; and\nthe first and second capacitor banks together yield a total capacitance of at\nleast 1,000\nFarads.\n34. The method of claim 32, wherein:\nwhen a voltage of the first capacitor bank is less than that of the second\ncapacitor bank,\npower is supplied by the first\nbattery\nand the second\nbattery\nthrough the\ndiode to the first\ncapacitor bank.\nCA 03184964 2023-1-4 | 63/209,861 | United States of America | 2021-06-11 | Il est décrit un module de puissance hybride. Le module de puissance est associé à un camion ayant une grille de levage. Le module de puissance comprend un supercondensateur comprenant une batterie de condensateurs, le supercondensateur étant en communication électrique avec un alternateur du camion. Le module de puissance comprend également une batterie, un commutateur, un convertisseur élévateur continu-continu et un câblage électrique. Le câblage électrique connecte la batterie de condensateurs et la première batterie au commutateur, et il connecte en outre le commutateur à un moteur pour la grille de levage. Le supercondensateur et la première batterie sont positionnés en parallèle, le supercondensateur et la première batterie se trouvant à proximité de la grille de levage. Le supercondensateur contient suffisamment d'énergie pour alimenter le moteur électrique pour la porte de levage par l'intermédiaire de cycles de fonctionnement sans la batterie, protégeant la porte de levage si la batterie devient faible. | True |
| 181 | Patent 2264412 Summary - Canadian Patents Database | CA 2264412 | NaN | POLYURETHANE/POLYUREA ELASTOMER COATED STEELBATTERYBOX FOR HYBRIDELECTRICVEHICLEAPPLICATIONS | BAC D'ACCUMULATEUR EN ACIER ENDUIT D'UN ELASTOMERE DE POLYURETHANNE/POLYUREE POUR DES APPLICATIONS RELIEES UN VEHICULE ELECTRIQUE HYBRIDE | NaN | SCHULER, NATHAN L., JENKS, JEFFREY D., LASECKI, MICHAEL P., DONLEY, HARL | 2007-04-24 | 1999-03-04 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | We Claim:\n1. A\nbattery\nbox for a mobile\nvehicle\nwith\nbatteries\nof a fixed height, and a\nchassis with frame\nrails, comprising:\n(a) a tray assembly for holding the\nbatteries\n;\n(b) a lid for installation onto said tray assembly to enclose the\nbatteries\n;\n(c) a means for attachment to a frame rail of the chassis; and\n(d) said tray assembly and said lid being coated with an elastomer with high\nelectrical\nresistance.\n2. The\nbattery\nbox of Claim 1, wherein:\n(a) said elastomer coating is a combination Polyurethane and Polyurea\nelastomer.\n3. The\nbattery\nbox of Claim 2, wherein:\n(a) said elastomer coating is from one sixteenth to one eighth of an inch\nthick.\n4. The\nbattery\nbox of Claim 3, wherein said tray assembly is comprised of:\n(a) a horizontal bottom shelf;\n(b) a vertical back side engaged to said bottom shelf;\n(c) a vertical forward face and a vertical rear face, each engaged to said\nbottom shelf\nand said back side;\n(d) a forward vent in said forward face and a rear vent in said rear face; and\n(e) said forward vent and said rear vent positioned at a height below the\nfixed height of\na\nbattery\non said bottom shelf.\n5. The\nbattery\nbox of Claim 4, wherein:\n(a) said bottom shelf of said tray assembly has drain holes.\n6. The\nbattery\nbox of Claim 5, wherein:\n(a) said forward vent and said rear vent each have vent covers; and\n(b) each said vent cover is comprised of two flaps, one flap directed downward\nand\ninward to the\nbatteries\nwithin said tray assembly and a second flap directed\ndownward\nand outward from the tray assembly.\n7. The\nbattery\nbox of Claim 6, additionally comprising:\n(a) hold down braces and hold down bolts to prevent the\nbatteries\nfrom moving\nwithin\nsaid tray assembly; and\n(b)\nbattery\nspacers for insertion between the\nbatteries\nand between said hold\ndown\nbraces and the\nbatteries\nto provide air flow channels between sets of the\nbatteries\n.\n8. The\nbattery\nbox of Claim 7, wherein said air flow channels are at least\n0.25 inches wide.\n5\n9. The\nbattery\nbox of Claim 8, additionally comprising:\n(a) a mounting location for a\nbattery\ncontrol board; and\n(b) a voltage sense line fuse block with fuses.\n10. The\nbattery\nbox of Claim 9, wherein said frame rail attachment means is\ncomprised of:\n(a) attachment plates engaged to a bottom surface of said bottom shelf of said\ntray\nassembly; and\n(b) said attachment plates are engageable to hangers on the frame rail of the\nvehicle\n.\n11. A mobile hybrid\nelectric\nvehicle\n, comprising:\n(a) a chassis with two frame rails;\n(b) hangers engaged to one of said frame rails;\n(c) an\nelectric\nmotor engaged to said chassis;\n(d)\nbatteries\nof a fixed height for providing\nelectric\npower to said motor;\nand\n(e) a\nbattery\nbox, comprising:\n(i) a tray assembly for holding said\nbatteries\n;\n(ii) a lid for installation onto said tray assembly to enclose said\nbatteries\n;\n(iii) said tray assembly and said lid being coated with an elastomer with high\nelectrical\nresistance;\n(iv) said tray assembly having a horizontal bottom shelf with a bottom\nsurface;\n(iv) attachment plates engaged to said bottom surface; and\n(v) said attachment plates engaged to said hangers on said frame rail.\n12. The hybrid\nelectric\nvehicle\nof Claim 11, wherein:\n(a) said elastomer coating is a combination Polyurethane and Polyurea\nelastomer.\n13. The hybrid\nelectric\nvehicle\nof Claim 12, wherein:\n(a) said elastomer coating is from one sixteenth to one eighth of an inch\nthick.\n14. The hybrid\nelectric\nvehicle\nof Claim 13, with said tray assembly\nadditionally comprising:\n(a) a vertical back side engaged to said bottom shelf;\n(b) a vertical forward face and a vertical rear face, each engaged to said\nbottom shelf\nand said back side;\n(c) a forward vent in said forward face and a rear vent in said rear face; and\n(d) said forward vent and said rear vent positioned at a height below said\nfixed height of\none of said\nbatteries\non said bottom shelf.\n15. The hybrid\nelectric\nvehicle\nof Claim 14, wherein:\n(a) said bottom shelf has drain holes.\n6\n16. The hybrid\nelectric\nvehicle\nof Claim 15, wherein:\n(a) said forward vent and said rear vent each have vent covers; and\n(b) each said vent cover is comprised of two flaps, one flap directed downward\nand\ninward to the\nbatteries\nwithin said tray assembly and a second flap directed\ndownward\nand outward from the tray assembly.\n17. The hybrid\nelectric\nvehicle\nof Claim 16, wherein:\n(a) hold down braces and hold down bolts to prevent said\nbatteries\nfrom moving\nwithin\nsaid tray assembly; and\n(b)\nbattery\nspacers for insertion between said\nbatteries\nand between said hold\ndown\nbraces and said\nbatteries\nto provide air flow channels between sets of the\nbatteries\n.\n18. The hybrid\nelectric\nvehicle\nof Claim 17, wherein said air flow channels\nbetween said sets of\nsaid\nbatteries\nare at least 0.25 inches wide.\n19. The hybrid\nelectric\nvehicle\nof Claim 18, wherein said\nbattery\nbox\nadditionally comprises:\n(a) a mounting location for a\nbattery\ncontrol board; and\n(b) a voltage sense line fuse,block with fuses.\n20. The hybrid\nelectric\nvehicle\nof Claim 13, wherein said lid is engaged to\nsaid tray assembly\nby security headed fasteners.\n7 | 09/041,362 | United States of America | 1998-03-09 | Un boîtier de batterie avec un couvercle et un ensemble de plateau pour des batteries d'un véhicule électrique hybride. Le couvercle et l'ensemble de plateau sont en acier avec un revêtement par pulvérisation interne et externe d'un élastomère ayant des propriétés de résistance électrique élevées. Les batteries sont montées dans l'ensemble de plateau et entourées par le couvercle. Le revêtement élastomère sur l'ensemble de plateau et le couvercle offre une surface intérieure et extérieure électriquement non conductrice en vue d'une sécurité de service accrue. Le matériau de base en acier de l'ensemble de plateau et du couvercle offre un blindage vis-à-vis des interférences électromagnétiques et des interférences radiofréquences associées à des hautes tensions nécessaires au fonctionnement des moteurs électriques dans les véhicules électriques hybrides. De plus, l'ensemble de plateau dispose d'évents conçus pour optimiser le refroidissement des batteries. | True |
| 182 | Patent 2593433 Summary - Canadian Patents Database | CA 2593433 | NaN | CHILDREN'S RIDE-ONVEHICLECHARGING ASSEMBLIES WITH BACK FEED PROTECTION | ENSEMBLES DE CHARGE POUR VEHICULES POUR ENFANTS AVEC PROTECTION ANTI-RETOUR | NaN | DROSENDAHL, STEVEN ROBERT, MICHALAK, STEPHEN J., REYNOLDS, JEFFREY W. | 2012-04-10 | 2006-02-01 | SMART & BIGGAR LLP | English | MATTEL, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, comprising:\na body having at least one seat sized for a child;\na plurality of wheels rotatably coupled to the body, wherein the\nplurality of wheels includes at least one driven wheel and at least one\nsteerable wheel;\na steering assembly comprising a steering mechanism adapted to\nreceive steering inputs from a child sitting on the at least one seat, and a\nsteering\nlinkage adapted to convey the steering inputs to the at least one steerable\nwheel;\na drive assembly adapted to selectively drive the rotation of the at least\none driven wheel, wherein the drive assembly comprises:\na motor assembly comprising at least one\nelectric\nmotor,\na speed control assembly, and\na\nbattery\nassembly adapted to selectively energize the motor\nassembly and including at least one rechargeable\nbattery\nand a charging\nconnection\nelectrically\nconnected to the at least one rechargeable\nbattery\n; and\na\nbattery\ncharging assembly, comprising:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the at least one\nbattery\n;\na charger cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection of the\nbattery\nassembly to\nestablish an\nelectrical\nconnection between the adapter body and the at least one\nbattery\n;\nand\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nassembly in the entirety of the charger cord, wherein the at\nleast one\nprotective element is enclosed within the charging connector housing.\n2. The\nvehicle\nassembly of claim 1, wherein the adapter body includes a\nrectifier to convert an AC source current to a DC charging current.\n-19-\n3. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in series.\n4. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in parallel.\n5. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element enclosed within the charging connector housing is a\nfirst\nprotective element, the\nbattery\ncharging assembly includes a protective\nelement\nhousing disposed on the charger cord intermediate the adapter body and the\ncharging\nconnector housing, and a second protective element is disposed within the\nprotective\nelement housing.\n6. The\nvehicle\nassembly of any one of claims 1-5, wherein the at least\none protective element comprises a fuse.\n7. The\nvehicle\nassembly of any one of claims 1-6, wherein the at least\none protective element comprises a circuit breaker.\n8. The\nvehicle\nassembly of any one of claims 1-7, wherein the at least\none protective element comprises a diode.\n9. The\nvehicle\nassembly of any one of claims 1-8, wherein the protective\nelement comprises a resettable fuse.\n10. The\nvehicle\nassembly of any one of claims 1-9, wherein the at least\none protective element comprises a PTC resistor.\n11. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nassembly from passing through the at least one protective element.\n-20-\n12. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current.\n13. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current for\nat\nleast a predetermined time period.\n14. The\nvehicle\nassembly of any one of claims 1-13, wherein the charging\nconnection comprises a socket configured to receive the charging connector\nhousing\ntherein.\n15. The\nvehicle\nassembly of claim 14, wherein the socket is keyed to\nreceive the charging connector housing such as to establish a suitable\npolarity\nbetween the charging assembly and the\nbattery\n.\n16. The\nvehicle\nassembly of any one of claims 1-15, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe charging connector housing includes a positive contact and a negative\ncontact;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts;\nthe at least one protective element disposed within the charging connector\nhousing is adapted to\nelectrically\ndisconnect at least one of the positive and\nnegative\nconductors from the respective one of the positive and negative contacts; and\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact is within the charging connector housing.\n-21-\n17. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\na charging probe comprising positive and negative contacts configured\nto directly engage the corresponding positive and negative contacts of the\ncharging\nconnection;\nan adapter body housing a transformer;\na charger cord\nelectrically\nconnecting the transformer to the positive\nand negative contacts of the charging probe, the charger cord extending from\nthe\nadapter body and terminating within the charging probe; and\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nin the entirety of the charger cord, wherein the at least one\nprotective\nelement is enclosed within the charging probe.\n18. The\nvehicle\nassembly of claim 17, wherein the at least one protective\nelement enclosed within the charging probe is a first protective element, and\na second\nprotective element is disposed on the charger cord intermediate the adapter\nbody and\nthe charging probe.\n19. The\nvehicle\nassembly of any one of claims 17-18, wherein the at least\none protective element is interposed into a conductor that is\nelectrically\nconnected to\nthe positive contact of the charging probe.\n20. The\nvehicle\nassembly of any one of claims 17-19, wherein the at least\none protective element comprises a resettable fuse.\n-22-\n21. The\nvehicle\nassembly of any one of claims 17-20, wherein the at least\none protective element comprises a PTC resistor.\n22. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nfrom\npassing through the at least one protective element.\n23. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current.\n24. The\nvehicle\nassembly of any one of claims 17-21, wherein the\nprotective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current for at least a\npredetermined time period.\n25. The\nvehicle\nassembly of any one of claims 17-24, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts of the charging probe;\nthe at least one protective element enclosed within the charging probe is\nadapted to\nelectrically\ndisconnect at least one of the positive and negative\nconductors\nfrom the respective one of the positive and negative contacts of the charging\nprobe;\nand\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact of the charging probe is within the charging probe.\n26. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\n-23-\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nrechargeable\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nrechargeable\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the rechargeable\nbattery\n;\na charge cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection to establish an\nelectrical\nconnection\nbetween the adapter body and the rechargeable\nbattery\n; and\na protective element configured to interrupt backflow current from the\nrechargeable\nbattery\nin the entirety of the charger cord if the backflow\ncurrent exceeds\na predetermined threshold current and to permit forward-flow current from the\nadapter body to the rechargeable\nbattery\nafter an event in which the backflow\ncurrent\nexceeds the predetermined threshold current, wherein the protective element is\nenclosed within the charging connector housing.\n-24- | 60/649,857 | United States of America | 2005-02-02 | L'invention concerne des ensembles de charge de batterie de voitures pour enfants, ainsi que des voitures pour enfants équipées desdits ensembles. Lesdits ensembles de charge peuvent comprendre un adaptateur de puissance adapté pour être électriquement connecté à une source de puissance, un câble de chargeur, et un connecteur de charge adapté pour être électriquement interconnecté avec la batterie rechargeable du véhicule. Les ensembles de charge de batterie comprennent également au moins un élément protecteur destiné à empêcher ou à réduire de manière significative le courant de retour de la batterie dans l'ensemble de charge de batterie. L'élément protecteur peut être situé dans la sonde de charge ou sur n'importe quel point du câble de chargeur de l'ensemble de charge de batterie. L'élément protecteur peut comprendre un dispositif de limitation ou d'interruption de courant adapté. Les exemples de ces dispositifs de limitation de courant comprennent, entre autres, un fusible, un disjoncteur, une diode anti-retour, et un fusible à réenclenchement, par exemple une résistance à coefficient thermique positif (résistance PTC). | True |
| 183 | Patent 3160166 Summary - Canadian Patents Database | CA 3160166 | NaN | ELECTRICVEHICLE(EV) EXTERNAL POWER PORT DEVICE, SYSTEM, ANDVEHICLEWITH POWER PORT DEVICE | DISPOSITIF A PORT D'ALIMENTATION EXTERNE DE VEHICULE ELECTRIQUE (EV), SYSTEME ET VEHICULE AVEC DISPOSITIF A PORT D'ALIMENTATION | NaN | STANFIELD, JAMES RICHARD, MOORE, BRUCE CLARK | NaN | 2020-11-02 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. A\nvehicle\npower port device for use with a\nvehicle\nhaving a rechargeable\nlithium\nion\nbattery\n, the device comprising:\none or more power ports installed in, on, or within the\nvehicle\n, the one or\nmore\npower ports configured to connect to and power an\nelectrical\ndevice or\nequipment\nlocated external to the\nvehicle\n; and\na power cable connecting the rechargeable lithium ion\nbattery\ndirectly, or\nindirectly, to the one or more power ports.\n2. The device according to claim 1, further comprising one or more power\npanels,\nwherein the one or more power ports is installed on the one or more power\npanels.\n3. The device according to claim 2, further comprising one or more\nhousings,\nwherein the one or more power panels is installed within the one or more\nhousings.\n4. The device according to claim 1, wherein the one or more power ports is\nmultiple\npower ports installed at different locations on the\nvehicle\n.\n5. The device according to claim 1, wherein the one or more power ports is\nconfigured to connect to an external EV charger for internally charging the\nrechargeable\nlithium ion\nbattery\n.\n6. The device according to claim 3, wherein the one or more housings\ncomprises a\nsliding access door or a hinged access door.\n7. The device according to claim 6, wherein the access door is provided\nwith a latch\nfor securing the access door in a closed position.\n8. The device according to claim 1, wherein the\nvehicle\nis an\nelectric\nvehicle\n(EV).\n9. The device according to claim 1, wherein the rechargeable lithium ion\nbattery\nis\nconfigured for powering a drive of the\nvehicle\n.\n10. A\nvehicle\npower port system for use with a\nvehicle\n, the system\ncomprising:\na rechargeable lithium ion\nbattery\n;\none or rnore power ports installed in, on, or within the\nvehicle\n, the power\nport\nconfigured to connect to and power an\nelectrical\ndevice or equipment located\nexternal to\nthe\nvehicle\n; and\na power cable connecting the rechargeable lithium ion\nbattery\ndirectly, or\nindirectly, to the one or more power ports.\n11. The system according to claim 10, wherein the system comprises multiple\npower\nports installed at different locations on the\nvehicle\n.\n21\n12. The device according to claim 10, further comprising a DC to DC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n13. The device according to claim 10, further comprising a DC to AC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n14. The device according to claim 12, further comprising a DC to AC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n15. The device according to claim 10, further comprising a control module\nfor\ncontrolling power supplied by the rechargeable lithium ion\nbattery\nto the one\nor more\npower ports.\n16. The device according to claim 10, wherein the\nvehicle\nis an\nelectric\nvehicle\n(EV).\n17. A\nvehicle\n, comprising:\na body; '\na drive connected to or associated with the body;\na rechargeable lithium ion\nbattery\n; and\none or more power ports\nelectrically\nconnected to the rechargeable lithium ion\nbattery\n, the one or more power ports configured to connect to and power an\nelectrical\ndevice or equipment located external to the\nvehicle\n. =\n22\n18. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\nelectrical\ndrive motors connected to the rechargeable lithium ion\nbattery\n.\n19. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\nelectrical\ndrive motors connected to the rechargeable lithium ion\nbattery\nand\none or\nmore internal combustion engines.\n20. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\ninternal combustion engines.\n23 | 62/930,672 | United States of America | 2019-11-05 | L'invention concerne un dispositif à port d'alimentation de véhicule destiné à être utilisé avec un véhicule ayant une batterie au lithium-ion rechargeable, le dispositif comprenant un ou plusieurs ports d'alimentation installés dans, sur, ou à l'intérieur du véhicule, l'au moins un port d'alimentation étant configuré de façon à se connecter à un dispositif ou à un équipement électrique situé à l'extérieur du véhicule et à alimenter en énergie un dispositif ou un équipement électrique situé à l'extérieur du véhicule et un câble d'alimentation connectant directement la batterie au lithium-ion rechargeable, ou indirectement, à l'un ou plusieurs ports d'alimentation. | True |
| 184 | Patent 2897708 Summary - Canadian Patents Database | CA 2897708 | NaN | FAST CHARGING HIGH ENERGY STORAGE CAPACITOR SYSTEM JUMP STARTER | ACCELERATEUR POUR SYSTEME DE CONDENSATEUR DE STOCKAGE DE HAUTE ENERGIE A CHARGEMENT RAPIDE | NaN | INSKEEP, MATHEW | 2020-07-14 | 2015-07-20 | AIRD & MCBURNEY LP | English | VECTOR PRODUCTS, INC. | CLAIMS:\nWhat is claimed is:\n1. A system for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat has\nbeen depleted to an energy level where the\nbattery\nis unusable for an intended\npurpose but still having an amount of reserve energy, the reserve energy of\nthe dead\nbattery\nbeing at a specific direct current (DC) voltage potential level, said\nsystem\ncomprising:\na boost or step up converter circuit adapted for\nelectrical\ncommunication with\nthe dead\nbattery\nand capable of extracting the reserve energy from the dead\nbattery\nand boosting a DC voltage potential for the extracted reserve energy to a\nhigher\nlevel than the specific DC voltage potential level;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nboost\nor step up converter circuit; and\na single cell or capacitor bank in\nelectrical\ncommunication with an output of\nthe current limiter circuit, said single cell or capacitor bank adapted for\nelectrical\ncommunication to an\nelectrical\nload device and when the single cell or\ncapacitor\nbank is charged the single cell or capacitor bank is capable and available for\ndelivering energy to the load device;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe\nsingle cell or capacitor bank from the extracted reserve energy and regulates\na\ncharging time for the single cell or capacitor bank using the reserve energy\nextracted\nfrom the dead\nbattery\n.\n2. The system for aiding of claim 1 wherein the boost or step up converter\nincluding\na high frequency pulse width modulator.\n3. The system for aiding of claim 1 further comprising a high power switch in\nelectrical\ncommunication with an output line of the single cell or capacitor\nbank,\nwherein the charged single cell or capacitor bank is permitted to deliver\nenergy to the\nload device when the switch is closed.\nPage 8\n4. The system for aiding of claim 1 wherein the load device is the dead\nbattery\nthat\nthe reserve energy level was originally extracted from.\n5. The system for aiding of claim 1 wherein the boost or step up converter\ncircuit in\nelectrical\ncommunication with the dead\nbattery\nthrough a pair of transmission\nlines.\n6. The system for aiding of claim 1 wherein the boost or step up converter\ncircuit in\nelectrical\ncommunication with the dead\nbattery\nthrough a pair of transmission\nlines\nand a pair of clamps, a first of the pair of clamps connected to a first of\nthe pair of\ntransmission lines and a second of the pair of clamps connected to a second of\nthe\npair of transmission lines.\n7. The system for aiding of claim 1 wherein the boost or step up converter\ncircuit in\nelectrical\ncommunication with the dead\nbattery\nthrough a pair of transmission\nlines\nand a DC plug connected to the pair of transmission lines.\n8. The system for aiding of claim 1 further comprising an integrated\nbattery\nin\nelectrical\ncommunication with the boost or step up converter circuit and a\ncharging\ncircuit for charging the integrated\nbattery\n.\n9. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat has\nbeen depleted to an energy level where the\nbattery\nis unusable for an intended\npurpose but still having an amount of reserve energy, the reserve energy of\nthe dead\nbattery\nbeing at a specific direct current (DC) voltage potential level, said\nmethod\ncomprising the steps of:\n(a) extracting at least a portion of the reserve energy from a\nbattery\n;\n(b) boosting or stepping up the specific DC voltage potential level of the\nextracted reserve energy to a higher DC voltage potential level than the\nspecific DC\nvoltage potential level; and\n(c) charging a single cell or capacitor bank using the extracted reserve\nenergy\nboosted or stepped up to the higher DC voltage potential.\nPage 9\n10. The method for aiding of claim 9 further comprising the step of delivering\nelectrical\nenergy stored in the charged single cell or capacitor bank to a\nload device\nto assist the load device in being used for an intended purpose of the load\ndevice.\n11. The method for aiding of claim 9 wherein the intended purpose of the\nbattery\nis\nfor turning over an engine of a motor\nvehicle\n.\n12. The method for aiding of claim 9 further comprising the step of directly\nor\nindirectly connecting a boost or step up converter circuit to the\nbattery\nfor\nperforming\nstep (a) and step (b).\n13. The method for aiding of claim 9 further comprising the step of regulating\nthe\ntiming of using the extracted reserve energy when charging the single cell or\ncapacitor bank in step (c).\n14. The method for aiding of claim 9 further comprising the step of\nrestricting an\namount of current that is provided when charging the single cell or capacitor\nbank in\nstep (c).\n15. The method for aiding of claim 9 further comprising the steps of\nregulating the\ntiming of using the extracted reserve energy and restricting an amount of\ncurrent that\nis provided by a current limiter circuit when charging the single cell or\ncapacitor bank\nin step (c).\n16. The method for aiding of claim 10 further comprising the step of closing a\nhigh\npower switch in\nelectrical\ncommunication with an output line of the single\ncell or\ncapacitor bank prior to delivering\nelectrical\nenergy to the load device from\nthe\nelectrical\nenergy stored by the single cell or capacitor bank.\n17. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose but still having an amount of reserve energy, the reserve energy of\nthe dead\nPage 10\nbattery\nbeing at a specific direct current (DC) voltage potential level, said\nmethod\ncomprising the steps of:\n(a) extracting at least a portion of the reserve energy from a\nbattery\n;\n(b) boosting or stepping up the specific DC voltage potential level of the\nextracted reserve energy to a higher DC voltage potential level than the\nspecific DC\nvoltage potential level by a boost or step up converter circuit directly or\nindirectly\nelectrically\nconnected to the\nbattery\n;\n(c) regulating the timing of supplying the boosted or stepped up reserve\nenergy and restricting an amount of current that is provided to a single cell\nor\ncapacitor bank by a current limiter circuit in\nelectrical\ncommunication with\nthe single\ncell or capacitor bank;\n(d) charging a single cell or capacitor bank using the extracted reserve\nenergy\nsupplied by the current limiter circuit;\n(e) closing a high power switch in\nelectrical\ncommunication with an output\nline\nof the single cell or capacitor bank in order to provide\nelectrical\ncommunication\nbetween the single cell or capacitor bank and a load device; and\n(f) delivering\nelectrical\nenergy stored in the charged single cell or\ncapacitor\nbank to a load device to assist the load device in being used for an intended\npurpose\nof the load device.\n18. The method for aiding of claim 17 wherein the load device is the\nbattery\nthat the\nreserve energy was extracted from in step (a).\n19. The method for aiding of claim 18 wherein the intended purpose of the\nbattery\nis\nfor turning over an engine of a motor\nvehicle\n.\n20. A system for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended\npurpose of starting the\nvehicle\non its own, said system comprising:\na boost or step up circuit adapted for\nelectrical\ncommunication with an\nexternal energy source originating outside of the system and capable of\nextracting\nPage 11\nenergy from the external energy source and boosting a voltage potential for\nthe\nextracted energy to a higher level than a specific voltage potential level of\nthe\nexternal energy source;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nboost\nor step up circuit for controlling an amount of energy demand from the\nexternal\nenergy source; and\nan integrated single supercapacitor or supercapacitor bank in\nelectrical\ncommunication with an output of the current limiter circuit, said single\nsupercapacitor\nor supercapacitor bank adapted for\nelectrical\ncommunication to an external\nelectrical\nload device and when the single supercapacitor or supercapacitor bank is\ncharged\nthe single supercapacitor or supercapacitor bank is capable and available for\ndelivering all of its stored energy to the external load device such that the\ndelivered\nstored energy that aids in starting the motor\nvehicle\nhaving the depleted\nvehicle\nbattery\nis generated directly from the single supercapacitor or supercapacitor\nbank;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe\nsingle supercapacitor or supercapacitor bank for charging the single\nsupercapacitor\nor supercapacitor bank with the energy extracted from the external energy\nsource\nand regulates a charging time for the single supercapacitor or supercapacitor\nbank\nwith the energy extracted from the external energy source.\n21. The system for aiding of claim 20 wherein the boost or step up circuit\nincludes a\nhigh frequency pulse width modulator.\n22. The system for aiding of claim 20 further comprising a high power switch\nin\nelectrical\ncommunication with an output line of the single supercapacitor or\nsupercapacitor bank, wherein the charged single supercapacitor or\nsupercapacitor\nbank is permitted to deliver all of its energy to the external load device\nwithout\nreservation to the single supercapacitor or supercapacitor bank when the\nswitch is\nclosed.\n23. The system for aiding of claim 20 wherein the external load device is the\nvehicle\nbattery\n.\nPage 12\n24. The system for aiding of claim 20 wherein the boost or step up circuit is\nin\nelectrical\ncommunication with the external energy source through a pair of\ntransmission lines.\n25. The system for aiding of claim 20 wherein the boost or step up circuit is\nin\nelectrical\ncommunication with the external energy source through a pair of\ntransmission lines and a pair of clamps, a first of the pair of clamps\nconnected to a\nfirst of the pair of transmission lines and a second of the pair of clamps\nconnected to\na second of the pair of transmission lines.\n26. The system for aiding of claim 20 wherein the boost or step up circuit is\nin\nelectrical\ncommunication with the external energy source through a pair of\ntransmission lines and a direct current (DC) plug connected to the pair of\ntransmission lines.\n27. The system for aiding of claim 20 wherein the boost or step up circuit\nfurther\ncomprising a converter component for converting alternating current (AC)\nvoltage to\nDC voltage where the external energy source is an AC energy source such that\nthe\nhigher level of voltage potential is a DC voltage potential.\n28. The system for aiding of claim 20 wherein the single supercapacitor or\nsupercapacitor bank is a supercapacitor bank.\n29. The system for aiding of claim 28 wherein the supercapacitor bank is a 58\nmicrofaarad bank capable of generating about 250 to 300 cranking current in\nabout 1\nto 2 seconds.\n30. The system for aiding of claim 20 wherein the single supercapacitor or\nsupercapacitor bank is adapted to be coupled in parallel to the external load\ndevice.\n31. The system of claim 20 wherein the boost or step up circuit is adapted to\nextract\nenergy form both external AC voltage sources and external DC voltage sources\nPage 13\noriginating outside of the system.\n32. A system for aiding in starting of a motor\nvehicle\nwhose\nvehicle\nbattery\nhas been\ndepleted to an energy level where the\nvehicle\nbattery\nis unusable for an\nintended\npurpose of starting the\nvehicle\non its own, said system comprising:\na boost or step up circuit adapted for\nelectrical\ncommunication with an energy\nsource and capable of extracting energy from the energy source and boosting a\nvoltage potential for the extracted energy to a higher level than a specific\nvoltage\npotential level of the energy source;\na current limiter circuit in\nelectrical\ncommunication with an output of the\nboost\nor step up circuit; and\na single cell or capacitor bank in\nelectrical\ncommunication with an output of\nthe current limiter circuit, the single cell or capacitor bank adapted for\nelectrical\ncommunication to an\nelectrical\nload device and when the single cell or\ncapacitor\nbank is charged the single cell or capacitor bank is capable and available for\ndelivering energy to the load device;\nwherein the current limiter circuit restricts a maximum current delivered to\nthe\nsingle cell or capacitor bank from the energy extracted from the energy source\nand\nregulates a charging time for the single cell or capacitor bank using the\nenergy\nextracted from the energy source;\nand wherein the energy source is an integrated\nbattery\nin\nelectrical\ncommunication with the boost or step up circuit and a charging circuit for\ncharging\nthe integrated\nbattery\n.\n33. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an external outside energy\nsource originating external to the motor\nvehicle\n;\nPage 14\n(b) boosting or stepping up the specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel of\nthe external energy source; and\n(c) charging a single supercapacitor or supercapacitor bank using the\nextracted energy boosted or stepped up to the higher voltage potential.\n34. The method for aiding of claim 33 further comprising the step of virtually\ninstantaneously delivering\nelectrical\nall of the energy stored in the charged\nsingle\nsupercapacitor or supercapacitor bank to an external load device to assist the\nexternal load device in being used for an intended purpose of the external\nload\ndevice.\n35. The method for aiding of claim 34 further comprising the step of coupling\nthe\nsingle supercapacitor or supercapacitor bank in parallel to the external load\ndevice\nprior to delivering the stored energy to the external load device.\n36. The method for aiding of claim 33 wherein the intended purpose of the\nvehicle\nbattery\nis for turning over an engine of a motor\nvehicle\n.\n37. The method for aiding of claim 33 further comprising the step of directly\nor\nindirectly connecting a boost or step up circuit to the external energy source\nfor\nperforming step (a) and step (b).\n38. The method for aiding of claim 33 further comprising the step of\nregulating the\ntiming of using the extracted energy when charging the single supercapacitor\nor\nsupercapacitor bank in step (c).\n39. The method for aiding of claim 33 further comprising the step of\nrestricting an\namount of current that is provided when charging the single supercapacitor or\nsupercapacitor bank in step (c).\n40. The method for aiding of claim 33 further comprising the steps of\nregulating the\ntiming of using the extracted energy and restricting an amount of current that\nis\nPage 15\nprovided by a current limiter circuit when charging the single supercapacitor\nor\nsupercapacitor bank in step (c).\n41. The method for aiding of claim 33 further comprising the step of closing a\nhigh\npower switch in\nelectrical\ncommunication with an output line of the single\nsupercapacitor or supercapacitor bank prior to delivering\nelectrical\nenergy to\nthe\nexternal load device from the\nelectrical\nenergy stored by the single\nsupercapacitor or\nsupercapacitor bank.\n42. The method for aiding of claim 33 further comprising the step of\ncontrolling an\namount of energy demand from the external energy source by a current limiter\ncircuit\nin communication with the boost or step up circuit.\n43. The method for aiding of claim 33 further comprising the step of\nconverting\nextracted alternating current (AC) voltage to direct current (DC) voltage\nwhere the\nexternal energy source is an AC energy source such that the higher level of\nvoltage\npotential is a DC voltage potential.\n44. The method for aiding of claim 33 wherein the single supercapacitor or\nsupercapacitor bank is a supercapacitor bank.\n45. The method for aiding of claim 44 wherein the supercapacitor bank is a 58\nmicrofaarad bank capable of generating about 250 to 300 cranking current in\nabout 1\nto 2 seconds.\n46. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an external energy source\nthat\nis external to the motor\nvehicle\nby a boost or step up circuit;\n(b) controlling an amount of energy demanded from the external energy\nsource by a current limiter circuit in communication with the boost or step up\ncircuit;\nPage 16\n(c) boosting or stepping up a specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel by\nthe boost or step up circuit, the boost or step up circuit directly or\nindirectly\nelectrically\nconnected to the external energy source;\n(d) regulating the timing of supplying the boosted or stepped up extracted\nenergy and restricting an amount of current that is provided to a single\nsupercapacitor or supercapacitor bank by the current limiter circuit in\nelectrical\ncommunication with the single supercapacitor or supercapacitor bank;\n(e) charging a single supercapacitor or supercapacitor bank using the\nextracted energy supplied by the current limiter circuit;\n(f) closing a high power switch in\nelectrical\ncommunication with an output\nline\nof the single supercapacitor or supercapacitor bank in order to provide\nelectrical\ncommunication between the single supercapacitor or supercapacitor bank and an\nexternal load device; and\n(g) virtually instantaneously delivering all of the\nelectrical\nenergy stored\nin the\ncharged single supercapacitor or supercapacitor bank to the external load\ndevice to\nassist the external load device in being used for an intended purpose of the\nload\ndevice.\n47. The method for aiding of claim 46 wherein the external load device is the\nvehicle\nbattery\n.\n48. The method for aiding of claim 46 wherein the intended purpose of the\nvehicle\nbattery\nis for turning over an engine of a motor\nvehicle\n.\n49. The method for aiding of claim 46 further comprising the step of\nconverting\nextracted alternating current (AC) voltage to direct current (DC) voltage\nwhere the\nexternal energy source is an AC energy source such that the higher level of\nvoltage\npotential is a DC voltage potential.\n50. The method for aiding of claim 46 wherein the single supercapacitor or\nsupercapacitor bank is a supercapacitor bank.\nPage 17\n51. The method for aiding of claim 50 wherein the supercapacitor bank is a 58\nmicrofaarad bank capable of generating about 250 to 300 cranking current in\nabout 1\nto 2 seconds.\n52. The method for aiding of claim 46 further comprising the step of coupling\nthe\nsingle supercapacitor or supercapacitor bank in parallel to the external load\ndevice\nprior to delivering the stored energy to the external load device between step\n(e) and\nstep (f).\n53. The method for aiding of claim 46 wherein the boost or step up circuit,\nthe single\nsupercapacitor and the current limiter circuit are provided as an integrated\nsystem.\n54. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an integrated\nbattery\n;\n(b) boosting or stepping up a specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel of\nthe integrated\nbattery\n; and\n(c) charging a single supercapacitor or supercapacitor bank using the\nextracted energy boosted or stepped up to the higher voltage potential.\n55. A method for aiding in starting of a motor\nvehicle\nhaving a\nvehicle\nbattery\nthat\nhas been depleted to an energy level where the\nbattery\nis unusable for an\nintended\npurpose, said method comprising the steps of:\n(a) extracting at least a portion of energy from an integrated\nbattery\nthat is\nexternal to the motor\nvehicle\nby a boost or step up circuit;\n(b) controlling an amount of energy demanded from the integrated\nbattery\nby\na current limiter circuit in communication with the boost or step up circuit;\nPage 18\n(c) boosting or stepping up a specific voltage potential level of the\nextracted\nenergy to a higher voltage potential level than the specific voltage potential\nlevel by\nthe boost or step up circuit, the boost or step up circuit directly or\nindirectly\nelectrically\nconnected to the integrated\nbattery\n;\n(d) regulating the timing of supplying the boosted or stepped up extracted\nenergy and restricting an amount of current that is provided to a single cell\nor\ncapacitor bank by the current limiter circuit in\nelectrical\ncommunication with\nthe\nsingle cell or capacitor bank;\n(e) charging a single cell or capacitor bank using the extracted energy\nsupplied by the current limiter circuit;\n(f) closing a high power switch in\nelectrical\ncommunication with an output\nline\nof the single cell or capacitor bank in order to provide\nelectrical\ncommunication\nbetween the single cell or capacitor bank and an external load device; and\n(g) virtually instantaneously delivering all of the\nelectrical\nenergy stored\nin the\ncharged single cell or capacitor bank to the external load device.\nPage 19 | 14/509111 | United States of America | 2014-10-08 | Un accélérateur pour système de condensateur de stockage de haute énergie à changement rapide est décrit. Laccélérateur comprend un procédé dutilisation dénergie de réserve provenant dun système électrique appauvri comme une batterie dautomobile, combiné à une batterie de condensateurs de haute énergie pour permettre une manière rapide et efficace faire démarrer provisoirement un véhicule. | True |
| 185 | Patent 2784374 Summary - Canadian Patents Database | CA 2784374 | NaN | ELECTRICALUNIT CONTAINING STRUCTURE FOR SADDLE TYPEELECTRICVEHICLE | DISPOSITIF ELECTRIQUE CONTENANT UNE STRUCTURE POUR VEHICULE ELECTRIQUE A SELLE | NaN | ISHKAWA, JUN, NAKAZAWA, TAKEO, NISHIMORI, HIROYUKI | 2014-08-26 | 2012-07-31 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | -20-\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\nhaving\na driving motor disposed under a rear portion of a frame extending toward a\nvehicle\nrear side from a head pipe, and a\nbattery\ndisposed between the frame and the\ndriving motor,\nwherein a\nbattery\nholder in which to contain the\nbattery\nis provided above the\ndriving motor and below the frame;\nthe\nbattery\nholder includes a holder body portion in which the\nbattery\nis\ncontained and held, a plate member which is detachable from the holder body\nportion to a\nvehicle\nlateral side and by which lateral movement of the\nbattery\nis\nrestrained, and a terminal part which is provided at a rear part of the holder\nbody\nportion and is used for connection for power supply from the\nbattery\nto the\ndriving\nmotor;\nthe\nbattery\nand the terminal part are in a fitting structure wherein the\nbattery\nand the terminal part are detachably connected to each other;\na controller fixing part by which a controller for control of power supply\nbetween the\nbattery\nand the driving motor is fixed is provided at a lower\nportion of\nthe holder body portion; and\nthe controller fixing part is disposed forwardly of the driving motor and\nbelow\nthe\nbattery\n.\n2. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 1, wherein the\nbattery\nholder is comprised of a lattice-\nlike frame\nbody.\n-21-\n3. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 2, wherein the frame body constituting the\nbattery\nholder\nis\nprovided with a holding plate for mounting\nelectrical\nunits.\n4. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 1, wherein an accelerator position sensor is provided on\nthe frame\non an upper side of the\nbattery\nholder.\n5. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 4, wherein an\nelectrical\nunit case which is modeled after a\nfuel\ntank and which covers the accelerator position sensor is provided on the frame\non an\nupper side of the\nbattery\nholder.\n6. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 1, wherein a main switch is provided at a position which is\non a\nlower rear side of the head pipe, under the frame and forwardly of the\nbattery\nholder.\n7. The\nelectrical\nunit containing structure for a saddle type\nelectric\nvehicle\naccording to claim 6,\nwherein a side cowl is provided to cover at least a part of left and right\nside\nsurfaces of the\nelectrical\nunit case, and\nthe side cowl covers at least a part of the main switch from a lateral side. | 2011-171003 | Japan | 2011-08-04 | L'invention se rapporte à une unité électrique contenant une structure pour un véhicule électrique à selle qui permet un détachement facile de la batterie et raccourcit autant que possible la ligne d'alimentation du moteur. La barre de retenue de batterie destinée à contenir la batterie est fournie au-dessus du corps du moteur et sous le cadre principal. La barre de retenue de batterie comprend le corps de la barre de retenue, un élément de plaque détachable du corps de la barre de retenue du côté latéral du véhicule qui empêche le mouvement latéral de la batterie, et une partie terminale située à l'arrière de la barre de retenue de batterie et qui est utilisée pour brancher l'alimentation de la batterie 38 au corps du moteur. La batterie et la partie terminale sont réunies dans un assemblage dont elles peuvent se détacher l'une et l'autre. Un contrôleur, qui fixe la partie 76 à côté de laquelle un contrôleur gérant l'alimentation entre la batterie et le moteur est fixé, est fourni dans la partie inférieure du corps de la barre de retenue. | True |
| 186 | Patent 2593433 Summary - Canadian Patents Database | CA 2593433 | NaN | CHILDREN'S RIDE-ONVEHICLECHARGING ASSEMBLIES WITH BACK FEED PROTECTION | ENSEMBLES DE CHARGE POUR VEHICULES POUR ENFANTS AVEC PROTECTION ANTI-RETOUR | NaN | DROSENDAHL, STEVEN ROBERT, MICHALAK, STEPHEN J., REYNOLDS, JEFFREY W. | 2012-04-10 | 2006-02-01 | SMART & BIGGAR LLP | English | MATTEL, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, comprising:\na body having at least one seat sized for a child;\na plurality of wheels rotatably coupled to the body, wherein the\nplurality of wheels includes at least one driven wheel and at least one\nsteerable wheel;\na steering assembly comprising a steering mechanism adapted to\nreceive steering inputs from a child sitting on the at least one seat, and a\nsteering\nlinkage adapted to convey the steering inputs to the at least one steerable\nwheel;\na drive assembly adapted to selectively drive the rotation of the at least\none driven wheel, wherein the drive assembly comprises:\na motor assembly comprising at least one\nelectric\nmotor,\na speed control assembly, and\na\nbattery\nassembly adapted to selectively energize the motor\nassembly and including at least one rechargeable\nbattery\nand a charging\nconnection\nelectrically\nconnected to the at least one rechargeable\nbattery\n; and\na\nbattery\ncharging assembly, comprising:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the at least one\nbattery\n;\na charger cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection of the\nbattery\nassembly to\nestablish an\nelectrical\nconnection between the adapter body and the at least one\nbattery\n;\nand\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nassembly in the entirety of the charger cord, wherein the at\nleast one\nprotective element is enclosed within the charging connector housing.\n2. The\nvehicle\nassembly of claim 1, wherein the adapter body includes a\nrectifier to convert an AC source current to a DC charging current.\n-19-\n3. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in series.\n4. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in parallel.\n5. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element enclosed within the charging connector housing is a\nfirst\nprotective element, the\nbattery\ncharging assembly includes a protective\nelement\nhousing disposed on the charger cord intermediate the adapter body and the\ncharging\nconnector housing, and a second protective element is disposed within the\nprotective\nelement housing.\n6. The\nvehicle\nassembly of any one of claims 1-5, wherein the at least\none protective element comprises a fuse.\n7. The\nvehicle\nassembly of any one of claims 1-6, wherein the at least\none protective element comprises a circuit breaker.\n8. The\nvehicle\nassembly of any one of claims 1-7, wherein the at least\none protective element comprises a diode.\n9. The\nvehicle\nassembly of any one of claims 1-8, wherein the protective\nelement comprises a resettable fuse.\n10. The\nvehicle\nassembly of any one of claims 1-9, wherein the at least\none protective element comprises a PTC resistor.\n11. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nassembly from passing through the at least one protective element.\n-20-\n12. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current.\n13. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current for\nat\nleast a predetermined time period.\n14. The\nvehicle\nassembly of any one of claims 1-13, wherein the charging\nconnection comprises a socket configured to receive the charging connector\nhousing\ntherein.\n15. The\nvehicle\nassembly of claim 14, wherein the socket is keyed to\nreceive the charging connector housing such as to establish a suitable\npolarity\nbetween the charging assembly and the\nbattery\n.\n16. The\nvehicle\nassembly of any one of claims 1-15, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe charging connector housing includes a positive contact and a negative\ncontact;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts;\nthe at least one protective element disposed within the charging connector\nhousing is adapted to\nelectrically\ndisconnect at least one of the positive and\nnegative\nconductors from the respective one of the positive and negative contacts; and\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact is within the charging connector housing.\n-21-\n17. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\na charging probe comprising positive and negative contacts configured\nto directly engage the corresponding positive and negative contacts of the\ncharging\nconnection;\nan adapter body housing a transformer;\na charger cord\nelectrically\nconnecting the transformer to the positive\nand negative contacts of the charging probe, the charger cord extending from\nthe\nadapter body and terminating within the charging probe; and\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nin the entirety of the charger cord, wherein the at least one\nprotective\nelement is enclosed within the charging probe.\n18. The\nvehicle\nassembly of claim 17, wherein the at least one protective\nelement enclosed within the charging probe is a first protective element, and\na second\nprotective element is disposed on the charger cord intermediate the adapter\nbody and\nthe charging probe.\n19. The\nvehicle\nassembly of any one of claims 17-18, wherein the at least\none protective element is interposed into a conductor that is\nelectrically\nconnected to\nthe positive contact of the charging probe.\n20. The\nvehicle\nassembly of any one of claims 17-19, wherein the at least\none protective element comprises a resettable fuse.\n-22-\n21. The\nvehicle\nassembly of any one of claims 17-20, wherein the at least\none protective element comprises a PTC resistor.\n22. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nfrom\npassing through the at least one protective element.\n23. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current.\n24. The\nvehicle\nassembly of any one of claims 17-21, wherein the\nprotective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current for at least a\npredetermined time period.\n25. The\nvehicle\nassembly of any one of claims 17-24, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts of the charging probe;\nthe at least one protective element enclosed within the charging probe is\nadapted to\nelectrically\ndisconnect at least one of the positive and negative\nconductors\nfrom the respective one of the positive and negative contacts of the charging\nprobe;\nand\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact of the charging probe is within the charging probe.\n26. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\n-23-\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nrechargeable\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nrechargeable\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the rechargeable\nbattery\n;\na charge cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection to establish an\nelectrical\nconnection\nbetween the adapter body and the rechargeable\nbattery\n; and\na protective element configured to interrupt backflow current from the\nrechargeable\nbattery\nin the entirety of the charger cord if the backflow\ncurrent exceeds\na predetermined threshold current and to permit forward-flow current from the\nadapter body to the rechargeable\nbattery\nafter an event in which the backflow\ncurrent\nexceeds the predetermined threshold current, wherein the protective element is\nenclosed within the charging connector housing.\n-24- | 60/649,857 | United States of America | 2005-02-02 | L'invention concerne des ensembles de charge de batterie de voitures pour enfants, ainsi que des voitures pour enfants équipées desdits ensembles. Lesdits ensembles de charge peuvent comprendre un adaptateur de puissance adapté pour être électriquement connecté à une source de puissance, un câble de chargeur, et un connecteur de charge adapté pour être électriquement interconnecté avec la batterie rechargeable du véhicule. Les ensembles de charge de batterie comprennent également au moins un élément protecteur destiné à empêcher ou à réduire de manière significative le courant de retour de la batterie dans l'ensemble de charge de batterie. L'élément protecteur peut être situé dans la sonde de charge ou sur n'importe quel point du câble de chargeur de l'ensemble de charge de batterie. L'élément protecteur peut comprendre un dispositif de limitation ou d'interruption de courant adapté. Les exemples de ces dispositifs de limitation de courant comprennent, entre autres, un fusible, un disjoncteur, une diode anti-retour, et un fusible à réenclenchement, par exemple une résistance à coefficient thermique positif (résistance PTC). | True |
| 187 | Patent 2929419 Summary - Canadian Patents Database | CA 2929419 | NaN | COMPACT CHARGING DEVICE FORELECTRICVEHICLE | DISPOSITIF DE CHARGE COMPACT POUR VEHICULE ELECTRIQUE | NaN | BIAGINI, ERIC, COSTE, FRANCOIS, JEAN, GUILLAUME | 2023-04-11 | 2014-11-06 | ROBIC | French | INTELLIGENT ELECTRONIC SYSTEMS | 11\nREVENDICATIONS\nDispositif de charge (1) pour une\nbatterie\nd'un véhicule électrique\n(28), ce dispositif de charge (1) comprenant un boîtier (5)\nrenfermant des moyens de conversion du courant électrique, le\nboîtier (5) étant pourvu d'un connecteur (3) permettant de\nconnecter directement, sans câble électrique intermédiaire, le\ndispositif de charge (1) au véhicule électrique de sorte à\nalimenter la\nbatterie\ndu véhicule électrique, et le dispositif de\ncharge (1) étant adapté à être alimenté par un courant d'entrée\nissu d'une source de courant (21), à convertir par les moyens de\nconversion du courant électrique le courant d'entrée en un\ncourant de sortie continu, et à alimenter la\nbatterie\ndu véhicule\nélectrique (28) avec ledit courant de sortie continu ; le dispositif\nde charge (1) comportant un mode de fonctionnement dans\nlequel la source de courant (21) est une source de courant\nalternatif et le courant d'entrée est un courant alternatif, et un\nmode de fonctionnement dans lequel la source de courant (21)\nest une source de courant continu et le courant d'entrée est un\ncourant continu.\n2. Dispositif de charge (1) selon la revendication 1, qui est un\ndispositif portable.\n3. Dispositif de charge (1) selon la revendication 1 ou 2, qui est\nsusceptible d'être connecté à la source de courant (21) par un\ncâble électrique.\n4. Dispositif de charge (1) selon l'une quelconque des\nrevendications 1 à 3, dans lequel le dispositif de charge (1)\ncomprend un premier étage (23) assurant la conversion du\ncourant d'entrée en courant intermédiaire continu ainsi qu'un\ndeuxième étage (24, 25, 26) assurant la conversion du courant\nintermédiaire en courant de sortie.\n5. Dispositif de charge (1) selon l'une quelconque des\nrevendications 1 à 4, dans lequel le boîtier (5) est pourvu d'un\n12\nconnecteur additionnel (4) permettant de connecter directement\nle dispositif de charge (1) au véhicule électrique, le connecteur\nadditionnel (4) étant adapté à échanger des signaux de contrôle\navec le véhicule électrique (28).\n6. Dispositif de charge (1) selon la revendication 5, comportant un\nsystème de contrôle (29) adapté à ajuster les paramètres de la\nconversion du courant d'entrée en courant de sortie et adapté à\néchanger des informations et instructions avec la\nbatterie\ndu\nvéhicule électrique (28) et/ou avec la source de courant (21), via\nune interface d'entrée (22) et une interface de sortie (27).\n7. Dispositif de charge (1) selon la revendication 6, dans lequel le\nsystème de contrôle (29) est pourvu de moyens d'alimentation\nauxiliaire (30).\n8. Dispositif de charge (1) selon l'une quelconque des\nrevendications 1 à 7, dans lequel le véhicule électrique est une\nautomobile électrique.\n9. Procédé de charge d'une\nbatterie\nde véhicule électrique (28),\ncomprenant :\n¨ la connexion d'un dispositif de charge (1) selon quelconque\nl'une des revendications 1 à 8 ou 17 à 21 à une source de\ncourant (21) ;\n¨ la connexion dudit dispositif de charge (1) au véhicule\nélectrique en branchant le connecteur (3) du dispositif de\ncharge (1) directement sur un connecteur correspondant du\nvéhicule électrique ;\n¨ l'alimentation du dispositif de charge (1) par un courant\nd'entrée issu de la source de courant (21) ;\n¨ la conversion du courant d'entrée en courant de sortie\ncontinu par le dispositif de charge (1) ;\n¨ l'alimentation de la\nbatterie\ndu véhicule électrique (28) par le\ncourant de sortie.\n10. Procédé selon la revendication 9, dans lequel le courant de sortie\nprésente une tension de 200 à 550 V ; et/ou dans lequel le\n13\ncourant de sortie présente une puissance inférieure ou égale à\n20 kW.\n11. Procédé selon la revendication 9 ou 10, dans lequel la\nconversion du courant d'entrée en courant de sortie comprend\nune première étape de conversion du courant d'entrée en\ncourant intermédiaire continu, puis une deuxième étape de\nconversion du courant intermédiaire en courant de sortie.\n12. Procédé selon l'une quelconque des revendications 9 à 11, dans\nlequel le courant d'entrée est un courant alternatif.\n13. Procédé selon l'une quelconque des revendications 9 à 12, dans\nlequel le courant d'entrée est un courant continu,\n14. Procédé selon l'une quelconque des revendications 9 à 13,\ncomprenant également la connexion du dispositif de charge (1)\nau véhicule électrique en branchant le connecteur additionne! (4)\ndu dispositif de charge (1) directement sur un connecteur du\nvéhicule électrique et comprenant l'ajustement de paramètres de\nla conversion du courant d'entrée en courant de sortie et\nl'échange d'informations et d'instructions entre le dispositif de\ncharge (1) et la\nbatterie\ndu véhicule électrique (28) et/ou la\nsource de courant (21).\n15. Procédé selon l'une quelconque des revendications 9 à 14,\ncomprenant une étape préliminaire d'alimentation du dispositif\nde charge (1) par une source d'alirnentation auxiliaire (30).\n16. Procédé selon l'une quelconque des revendications 9 à 15, dans\nlequel le véhicule électrique est une automobile électrique.\n17. Dispositif de charge selon l'une quelconque des revendications\n1 à 8, dans lequel le boîtier est pourvu d'une poignée.\n18. Dispositif de charge selon l'une quelconque des revendications\n1 à 8 ou 17, pour lequel la source de courant alternatif provient\ndu réseau d'alimentation électrique.\n'14\n19. Dispositif de charge selon l'une quelconque des revendications\n1 à 8 ou 17 à 18, pour lequel la source de courant continu\nprovient d'une\nbatterie\nexterne.\n20. Dispositif de charge selon la revendication 5, dans lequel le\nconnecteur additionnel permet d'échanger des informations et\ninstructions avec la\nbatterie\ndu véhicule électrique.\n21. Dispositif de charge selon la revendication 7, dans lequel les\nmoyens d'alimentation auxiliaire sont choisis parmi une\nbatterie\nauxiliaire et un convertisseur auxiliaire adapté à recevoir un\ncourant externe continu ou alternatif et à le convertir en courant\ncontinu d'alimentation du système de contrôle.\n22. Procédé selon l'une quelconque des revendications 9 à 16, dans\nlequel le courant de sortie présente une puissance inférieure ou\négale à 6kW. | 1360941 | France | 2013-11-08 | L'invention concerne un dispositif de charge (1) pour une batterie d'un véhicule électrique (28), ce dispositif de charge (1) comprenant un boîtier (5) renfermant des moyens de conversion du courant électrique, le boîtier (5) étant pourvu d'un connecteur (3) permettant de connecter directement le dispositif de charge (1) au véhicule électrique de sorte à alimenter la batterie du véhicule électrique, et le dispositif de charge (1) étant adapté à être alimenté par un courant d'entrée issu d'une source de courant (21), à convertir par les moyens de conversion du courant électrique le courant d'entrée en un courant de sortie continu, et à alimenter la batterie du véhicule électrique (28) avec ledit courant de sortie continu. L'invention concerne également un procédé de charge pouvant être mis en uvre avec ce dispositif de charge. | True |
| 188 | Patent 3160166 Summary - Canadian Patents Database | CA 3160166 | NaN | ELECTRICVEHICLE(EV) EXTERNAL POWER PORT DEVICE, SYSTEM, ANDVEHICLEWITH POWER PORT DEVICE | DISPOSITIF A PORT D'ALIMENTATION EXTERNE DE VEHICULE ELECTRIQUE (EV), SYSTEME ET VEHICULE AVEC DISPOSITIF A PORT D'ALIMENTATION | NaN | STANFIELD, JAMES RICHARD, MOORE, BRUCE CLARK | NaN | 2020-11-02 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. A\nvehicle\npower port device for use with a\nvehicle\nhaving a rechargeable\nlithium\nion\nbattery\n, the device comprising:\none or more power ports installed in, on, or within the\nvehicle\n, the one or\nmore\npower ports configured to connect to and power an\nelectrical\ndevice or\nequipment\nlocated external to the\nvehicle\n; and\na power cable connecting the rechargeable lithium ion\nbattery\ndirectly, or\nindirectly, to the one or more power ports.\n2. The device according to claim 1, further comprising one or more power\npanels,\nwherein the one or more power ports is installed on the one or more power\npanels.\n3. The device according to claim 2, further comprising one or more\nhousings,\nwherein the one or more power panels is installed within the one or more\nhousings.\n4. The device according to claim 1, wherein the one or more power ports is\nmultiple\npower ports installed at different locations on the\nvehicle\n.\n5. The device according to claim 1, wherein the one or more power ports is\nconfigured to connect to an external EV charger for internally charging the\nrechargeable\nlithium ion\nbattery\n.\n6. The device according to claim 3, wherein the one or more housings\ncomprises a\nsliding access door or a hinged access door.\n7. The device according to claim 6, wherein the access door is provided\nwith a latch\nfor securing the access door in a closed position.\n8. The device according to claim 1, wherein the\nvehicle\nis an\nelectric\nvehicle\n(EV).\n9. The device according to claim 1, wherein the rechargeable lithium ion\nbattery\nis\nconfigured for powering a drive of the\nvehicle\n.\n10. A\nvehicle\npower port system for use with a\nvehicle\n, the system\ncomprising:\na rechargeable lithium ion\nbattery\n;\none or rnore power ports installed in, on, or within the\nvehicle\n, the power\nport\nconfigured to connect to and power an\nelectrical\ndevice or equipment located\nexternal to\nthe\nvehicle\n; and\na power cable connecting the rechargeable lithium ion\nbattery\ndirectly, or\nindirectly, to the one or more power ports.\n11. The system according to claim 10, wherein the system comprises multiple\npower\nports installed at different locations on the\nvehicle\n.\n21\n12. The device according to claim 10, further comprising a DC to DC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n13. The device according to claim 10, further comprising a DC to AC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n14. The device according to claim 12, further comprising a DC to AC\nconverter\nlocated between the rechargeable lithium ion\nbattery\nand the one or more power\nports.\n15. The device according to claim 10, further comprising a control module\nfor\ncontrolling power supplied by the rechargeable lithium ion\nbattery\nto the one\nor more\npower ports.\n16. The device according to claim 10, wherein the\nvehicle\nis an\nelectric\nvehicle\n(EV).\n17. A\nvehicle\n, comprising:\na body; '\na drive connected to or associated with the body;\na rechargeable lithium ion\nbattery\n; and\none or more power ports\nelectrically\nconnected to the rechargeable lithium ion\nbattery\n, the one or more power ports configured to connect to and power an\nelectrical\ndevice or equipment located external to the\nvehicle\n. =\n22\n18. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\nelectrical\ndrive motors connected to the rechargeable lithium ion\nbattery\n.\n19. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\nelectrical\ndrive motors connected to the rechargeable lithium ion\nbattery\nand\none or\nmore internal combustion engines.\n20. The\nvehicle\naccording to claim 17, wherein the drive comprises one or\nmore\ninternal combustion engines.\n23 | 62/930,672 | United States of America | 2019-11-05 | L'invention concerne un dispositif à port d'alimentation de véhicule destiné à être utilisé avec un véhicule ayant une batterie au lithium-ion rechargeable, le dispositif comprenant un ou plusieurs ports d'alimentation installés dans, sur, ou à l'intérieur du véhicule, l'au moins un port d'alimentation étant configuré de façon à se connecter à un dispositif ou à un équipement électrique situé à l'extérieur du véhicule et à alimenter en énergie un dispositif ou un équipement électrique situé à l'extérieur du véhicule et un câble d'alimentation connectant directement la batterie au lithium-ion rechargeable, ou indirectement, à l'un ou plusieurs ports d'alimentation. | True |
| 189 | Patent 3008592 Summary - Canadian Patents Database | CA 3008592 | NaN | FUEL CELL EQUIPPEDVEHICLESYSTEM AND CONTROL METHOD FOR FUEL CELL EQUIPPEDVEHICLESYSTEM | SYSTEME DE VEHICULE EQUIPE D'UNE PILE A COMBUSTIBLE, ET PROCEDE DE COMMANDE POUR SYSTEME DE VEHICULE EQUIPE D'UNE PILE A COMBUSTIBLE | NaN | SUZUKI, KENTA, KUMADA, MITSUNORI | 2019-05-21 | 2016-11-10 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | - 34 -\nThe embodiments of the invention in which an exclusive property or\nprivilege is claimed are defined as follows:\n1. A fuel cell equipped\nvehicle\nsystem in which an external power\nsupply is coupled to an\nelectric\npower supply line, the\nelectric\npower supply\nline being coupled to a fuel cell, an\nelectric\npower being input/output\nto/from a vehicular\nbattery\nthrough the\nelectric\npower supply line, the fuel\ncell equipped\nvehicle\nsystem performing an insulation test of the\nelectric\npower supply line before charging the vehicular\nbattery\n, the fuel cell\nequipped\nvehicle\nsystem comprising:\nan insulation test unit configured to perform the insulation test of the\nelectric\npower supply line;\na switch that couples and cuts off between the fuel cell and the\nelectric\npower supply line; and\na control unit configured to control a coupling and a cutoff to/from\nthe\nelectric\npower supply line of the vehicular\nbattery\nand control the\nswitch, wherein\nthe control unit is configured to cut off the vehicular\nbattery\nfrom the\nelectric\npower supply line and control the switch to cut off the fuel cell\nfrom\nthe\nelectric\npower supply line, and then drive the insulation test unit.\n2. The fuel cell equipped\nvehicle\nsystem according to claim 1,\nwherein\n- 35 -\nthe control unit is configured to cut off the vehicular\nbattery\nfrom the\nelectric\npower supply line after cutting off the fuel cell from the\nelectric\npower supply line.\n3. The fuel cell equipped\nvehicle\nsystem according to claim 1 or 2,\nwherein:\nthe fuel cell is coupled to the\nelectric\npower supply line via a coupling\nline coupled to the switch,\nthe fuel cell equipped\nvehicle\nsystem includes an auxiliary machine\nfor the fuel cell coupled to the coupling line, and\nthe control unit is configured to control the switch to cut off the\ncoupling line from the\nelectric\npower supply line so as to cut off the fuel\ncell\nfrom the\nelectric\npower supply line.\n4. The fuel cell equipped\nvehicle\nsystem according to claim 3,\nwherein\nthe auxiliary machine includes:\na first auxiliary machine that supplies an anode gas to the fuel\ncell; and\na second auxiliary machine that supplies a cathode gas to the\nfuel cell, and\nthe control unit includes:\n- 36 -\na stop control unit configured to stop the first auxiliary\nmachine and drive the second auxiliary machine for a stop control of the\nfuel cell; and\na switching control unit configured to perform a switching\ncontrol that drives the first auxiliary machine while maintaining the driving\nof the second auxiliary machine before the coupling line is cut off from the\nelectric\npower supply line.\n5. The fuel cell equipped\nvehicle\nsystem according to claim 3,\nwherein\nthe auxiliary machine includes:\na first auxiliary machine that supplies an anode gas to the fuel\ncell;\na second auxiliary machine that supplies a cathode gas to the\nfuel cell; and\na third auxiliary machine that applies an electromotive force\nthat opposes an electromotive force of the fuel cell to the fuel cell from an\noutside, and\nthe control unit includes:\na stop control unit configured to stop the first auxiliary\nmachine and the second auxiliary machine and drive the third auxiliary\nmachine for a stop control of the fuel cell; and\na switching control unit configured to perform a switching\ncontrol that drives the first auxiliary machine and the second auxiliary\n- 37 -\nmachine and stops the third auxiliary machine before the coupling line is\ncut off from the\nelectric\npower supply line.\n6. The fuel cell equipped\nvehicle\nsystem according to claim 3,\nwherein\nthe auxiliary machine includes:\na first auxiliary machine that supplies an anode gas to the fuel\ncell;\na second auxiliary machine that supplies a cathode gas to the\nfuel cell; and\na third auxiliary machine that applies an electromotive force\nthat opposes an electromotive force of the fuel cell to the fuel cell from an\noutside, and\nthe control unit includes:\na stop control unit configured to drive the second auxiliary\nmachine and the third auxiliary machine and stop the first auxiliary\nmachine for a stop control of the fuel cell; and\na switching control unit configured to perform the switching\ncontrol that drives the first auxiliary machine and stops the third auxiliary\nmachine while maintaining the driving of the second auxiliary machine\nbefore the coupling line is cut off from the\nelectric\npower supply line.\n7. The fuel cell equipped\nvehicle\nsystem according to any one of\nclaims 4 to 6, comprising\n- 38 -\na fuel cell\nbattery\ncoupled to the coupling line, wherein\nthe switching control unit is configured to perform the switching\ncontrol using\nelectric\npower of the fuel cell and the fuel cell\nbattery\n.\n8. The fuel cell equipped\nvehicle\nsystem according to claim 7,\nwherein\nthe stop control unit is configured such that a control state in the\nstop control is maintained using the\nelectric\npower of the fuel cell\nbattery\nwhen an amount of charge of the fuel cell\nbattery\nis equal to or more than a\npredetermined amount required for the stop control when the coupling line\nis cut off from the\nelectric\npower supply line, and\nthe switching control unit is configured such that the switching\ncontrol is performed when the amount of charge of the fuel cell\nbattery\nis\ndecreased to lower than the predetermined amount required for the stop\ncontrol after the coupling line is cut off from the\nelectric\npower supply\nline.\n9. The fuel cell equipped\nvehicle\nsystem according to claim 3,\ncomprising\na fuel cell\nbattery\ncoupled to the coupling line, wherein\nthe auxiliary machine includes:\na first auxiliary machine that supplies an anode gas to the fuel\ncell;\na second auxiliary machine that supplies a cathode gas to the\nfuel cell; and\n- 39 -\na third auxiliary machine that applies an electromotive force\nthat opposes an electromotive force of the fuel cell to the fuel cell from an\noutside, and\nthe control unit includes:\na stop control unit configured to drive the second auxiliary\nmachine and the third auxiliary machine and stop the first auxiliary\nmachine for a stop control of the fuel cell; and\na switching control unit configured to perform the switching\ncontrol that stops the second auxiliary machine while maintaining the stop\nof the first auxiliary machine and the driving of the third auxiliary machine\nbefore the coupling line is cut off from the\nelectric\npower supply line.\n10. The fuel cell equipped\nvehicle\nsystem according to claim 9,\nwherein\nthe switching control unit is configured such that a control to drive\nthe first auxiliary machine and the second auxiliary machine and stop the\ndriving of the third auxiliary machine is performed when an amount of\ncharge of the fuel cell\nbattery\nis decreased to lower than a predetermined\namount required for the stop control after the switching control.\n11. The fuel cell equipped\nvehicle\nsystem according to any one of\nclaims 4 to 10, wherein\nthe control unit is configured such that the vehicular\nbattery\nand the\nexternal power supply are\nelectrically\ncoupled to the\nelectric\npower supply\n- 40 -\nline, and then the coupling line is coupled to the\nelectric\npower supply line\nand the control state of the auxiliary machine is returned to any state\nbefore the switching control after the insulation test of the\nelectric\npower\nsupply line is performed when the switching control is performed.\n12. The fuel cell equipped\nvehicle\nsystem according to any one of\nclaims 1 to 11, wherein\nthe control unit is configured such that the vehicular\nbattery\nand the\nexternal power supply are\nelectrically\ncoupled to the\nelectric\npower supply\nline, and then the fuel cell is\nelectrically\ncoupled to the\nelectric\npower\nsupply line after the insulation test of the\nelectric\npower supply line is\nperformed.\n13. The fuel cell equipped\nvehicle\nsystem according to any one of\nclaims 1 to 12, comprising\na charging terminal configured to couple to the external power\nsupply, wherein\nthe control unit is configured to detect that the external power supply\nis coupled to the charging terminal and cut off the vehicular\nbattery\nand the\nfuel cell from the\nelectric\npower supply line.\n14. A control method for a fuel cell equipped\nvehicle\nsystem in\nwhich an external power supply is coupled to an\nelectric\npower supply line,\nthe\nelectric\npower supply line being coupled to a fuel cell, an\nelectric\npower\n- 41 -\nbeing input/output to/from a vehicular\nbattery\nthrough the\nelectric\npower\nsupply line, the fuel cell equipped\nvehicle\nsystem performing an insulation\ntest of the\nelectric\npower supply line before charging the vehicular\nbattery\n,\nthe control method comprising\nperforming the insulation test after the vehicular\nbattery\nand the fuel\ncell are cut off from the\nelectric\npower supply line.\n15. The control method for a fuel cell equipped\nvehicle\nsystem\naccording to claim 14, comprising\ncutting off the vehicular\nbattery\nfrom the\nelectric\npower supply line\nafter the fuel cell is cut off from the\nelectric\npower supply line.\n16. The control method for a fuel cell equipped\nvehicle\nsystem\naccording to claim 14 or 15, comprising\ncutting off the fuel cell from the\nelectric\npower supply line in a state\nwhere an auxiliary machine for the fuel cell is\nelectrically\ncoupled to the\nfuel\ncell.\n17. The fuel cell equipped\nvehicle\nsystem according to claim 11,\nwherein\nthe control unit is configured such that the vehicular\nbattery\nand the\nexternal power supply are\nelectrically\ncoupled to the\nelectric\npower supply\nline, and then the coupling line is coupled to the\nelectric\npower supply line\nand the control state of the auxiliary machine is returned to the state that\nthe second auxiliary machine is driven and the first auxiliary machine and\n- 42 -\nthird auxiliary machine are stopped after the insulation test of the\nelectric\npower supply line is performed when the switching control is performed.\n18. The fuel cell equipped\nvehicle\nsystem according to claim 11,\nwherein\nthe control unit is configured such that the vehicular\nbattery\nand\nthe external power supply are\nelectrically\ncoupled to the\nelectric\npower\nsupply line, and then the coupling line is coupled to the\nelectric\npower\nsupply line and the control state of the auxiliary machine is returned to the\nstate that the third auxiliary machine is driven and the first auxiliary\nmachine and the second auxiliary machine are stopped after the insulation\ntest of the\nelectric\npower supply line is performed when the switching\ncontrol is performed.\n19. The fuel cell equipped\nvehicle\nsystem according to claim 11,\nwherein\nthe control unit is configured such that the vehicular\nbattery\nand\nthe external power supply are\nelectrically\ncoupled to the\nelectric\npower\nsupply line, and then the coupling line is coupled to the\nelectric\npower\nsupply line and the control state of the auxiliary machine is returned to the\nstate that the second auxiliary machine and the third auxiliary machine are\ndriven and the first auxiliary machine is stopped after the insulation test of\nthe\nelectric\npower supply line is performed when the switching control is\nperformed. | 2015-243954 | Japan | 2015-12-15 | Dans le système de véhicule équipé d'une pile à combustible selon la présente invention, une source d'alimentation externe est connectée à une ligne d'alimentation, à laquelle une pile à combustible est connectée et qui effectue une entrée/sortie d'alimentation vers/depuis une batterie de véhicule, et une inspection d'isolation de la ligne d'alimentation est effectuée avant de charger la batterie de véhicule. Le système de véhicule est pourvu d'une unité d'inspection d'isolation, qui effectue une inspection d'isolation de la ligne d'alimentation, un commutateur, qui connecte et isole la pile à combustible à/de la ligne d'alimentation, et une unité de commande, qui peut commander la connexion et l'isolation de la batterie de véhicule à/de la ligne d'alimentation électrique et peut commander le commutateur. L'unité de commande isole la batterie de véhicule de la ligne d'alimentation et entraîne l'unité d'inspection d'isolation après la commande du commutateur pour isoler la pile à combustible de la ligne d'alimentation. | True |
| 190 | Patent 2926503 Summary - Canadian Patents Database | CA 2926503 | NaN | COOLING SYSTEM FOR SECONDARYBATTERY | DISPOSITIF DE REFROIDISSEMENT DE BATTERIE SECONDAIRE | NaN | OCHIAI, KIYOE, IZUMI, JUNTA, MACHIDA, KIYOHITO, HABU, MASAKAZU | 2018-07-31 | 2016-04-07 | GOWLING WLG (CANADA) LLP | English | TOYOTA JIDOSHA KABUSHIKI KAISHA | 38\nCLAIMS:\n1. A cooling system for a secondary\nbattery\n, the secondary\nbattery\nbeing\ninstalled on\nan\nelectric\nvehicle\nfor driving the\nelectric\nvehicle\n, the cooling system\ncomprising:\na cooling fan configured to send cooling air to the secondary\nbattery\n, the\ncooling fan\nbeing configured to be driven based on a command value, the command value\nbeing a\nparameter that determines a rotational speed of the cooling fan;\na temperature sensor configured to detect a temperature of the secondary\nbattery\n; and\na controller configured to drive the cooling fan at a fixed command value for\na\npredetermined period, when the temperature of the secondary\nbattery\nbecomes\nequal to\nor higher than a first predetermined temperature after the\nelectric\nvehicle\nis\nstarted, the\ncontroller being configured to detect a presence or absence of an abnormality\nin the\ncooling fan based on an actual rotational speed of the cooling fan during the\npredetermined period, and the controller being configured to inhibit driving-\nof the cooling\nfan at the fixed\ncommand value when the temperature of the secondary\nbattery\nis equal\nto or higher than a second predetermined temperature that is higher than the\nfirst\npredetermined temperature, wherein\nwhen a highest temperature of the secondary\nbattery\nis higher than a\npredetermined\nvalue over a plurality of trips of the\nvehicle\n, the controller is configured\nto set the second\npredetermined temperature to a lower value as compared with a case where the\nhighest\ntemperature of the secondary\nbattery\nis lower than or equal to the\npredetermined value over\nthe plurality of trips of the\nvehicle\n.\n2. The cooling system according to claim 1, wherein\nthe second predetermined temperature is set to be lower as a degree of\ndeterioration\nof the secondary\nbattery\nis larger.\n39\n3. The cooling system according to claim 1 or claim 2, wherein\nthe controller is configured to set the fixed command value to a smaller value\nthan a\nvariable command value.\nthe variable command value being used when control is performed such that the\ncommand value can be varied corresponding to the temperature of the secondary\nbattery\n.\n4. The cooling system according to claim 1 or claim 2, wherein\nwhen the temperature of the secondary\nbattery\nis higher than a third\npredetermined\ntemperature when the\nvehicle\nis placed in the ON state, the third\npredetermined\ntemperature being equal to or higher than the first predetermined temperature\nand lower\nthan the second predetermined temperature, the controller is configured to set\nthe fixed\ncommand value to a larger value than a variable command value,\nthe variable command value being used when control is performed such that the\ncommand value can be varied corresponding to the temperature of the secondary\nbattery\n.\n5. The cooling system according to claim 1 or claim 2, wherein\nwhen the temperature of the secondary\nbattery\nis lower than the first\npredetermined\ntemperature when the\nelectric\nvehicle\nis started, and exceeds the first\npredetermined\ntemperature for the first time after starting of the\nelectric\nvehicle\n, the\ncontroller is\nconfigured to set the fixed command value to a minimum value among command\nvalues\nfor driving the cooling fan.\n6. The cooling system according to claim 1 or claim 2, wherein\nwhen an input-output\nelectric\npower of the secondary\nbattery\nis smaller than a\ngiven\nthreshold value, the controller is configured to set the fixed command value\nto a\nminimum value among command values for driving the cooling fan.\n7. A method of cooling a secondary\nbattery\n, the secondary\nbattery\nbeing\ninstalled on an\nelectric\nvehicle\nfor driving the\nelectric\nvehicle\n, the method\ncomprising the\n40\nsteps of:\ndriving a cooling fan at a fixed command value for a predetermined period,\nwhen the\ntemperature of the secondary\nbattery\nbecomes equal to or higher than a first\npredetermined\ntemperature after the\nelectric\nvehicle\nis started,\ndetecting a presence or absence of an abnormality in the cooling fan based on\nan\nactual rotational speed of the cooling fan during the predetermined period,\nand\ninhibiting driving of the cooling fan at the fixed command value when the\ntemperature of the secondary\nbattery\nis equal to or higher than a second\npredetermined\ntemperature that is higher than the first predetermined temperature , wherein\nwhen a highest temperature of the secondary\nbattery\nis higher than a\npredetermined\nvalue over a plurality of trips of the\nvehicle\n, the second predetermined\ntemperature is set\nto a lower value as compared with a case where the highest temperature of the\nsecondary\nbattery\nis lower than or equal to the predetermined value\nover the plurality of trips of the\nvehicle\n.\n8. The method according to claim 7, wherein\nthe second predetermined temperature is decreased in case a degree of\ndeterioration\nof the secondary\nbattery\nis increased.\n9. The method according to claim 7 or claim 8, wherein\nthe fixed command value is set to a smaller value than a variable command\nvalue,\nthe variable command value is used when control is performed such that the\ncommand value can be varied corresponding to the temperature of the secondary\nbattery\n.\n10. The method according to claim 7 or claim 8, wherein\nwhen the temperature of the secondary\nbattery\nis higher than a third\npredetermined\ntemperature when the\nvehicle\nis placed in the ON state, the third\npredetermined\ntemperature being equal to or higher than the first predetermined temperature\nand\nlower than the second predetermined temperature, the fixed command value is\nset to a\n41\nlarger value than a variable command value,\nthe variable command value is used when control is performed such that the\ncommand value can be varied corresponding to the temperature of the secondary\nbattery\n.\n11. The method according to claim 7 or claim 8, wherein\nwhen the temperature of the secondary\nbattery\nis lower than the first\npredetermined\ntemperature when the\nelectric\nvehicle\nis started, and exceeds the first\npredetermined\ntemperature for the first time after starting of the\nelectric\nvehicle\n, the\nfixed command value\nis set to a minimum value among command values for driving the cooling fan.\n12. The method according to claim 7 or claim 8, wherein\nwhen an input-output\nelectric\npower of the secondary\nbattery\nis smaller than a\ngiven\nthreshold value, the fixed command value is set to a minimum value among\ncommand\nvalues for driving the cooling fan. | 2015-081078 | Japan | 2015-04-10 | Une batterie secondaire (10) est installée sur un véhicule électrique (90) et comprend un ventilateur de refroidissement (40), un capteur de température (61) et un dispositif de commande (70). Le dispositif de commande (70) est configuré pour entraîner le ventilateur de refroidissement (40) à une valeur de commande fixée pour une période prédéterminée, lorsque la température de la batterie secondaire (10) devient égale ou supérieure à une première température prédéterminée après le démarrage du véhicule électrique (90). Le dispositif de commande (70) est configuré pour détecter une présence ou une absence dune anomalie dans le ventilateur de refroidissement (40) en fonction dune vitesse de rotation réelle du ventilateur de refroidissement (40) durant la période prédéterminée. Le dispositif de commande (70) est configuré pour empêcher lentraînement du ventilateur de refroidissement (40) à la valeur de commande fixée lorsque la température de la batterie secondaire (10) est égale ou supérieure à une seconde température prédéterminée qui est plus élevée que la première température prédéterminée. | True |
| 191 | Patent 2797912 Summary - Canadian Patents Database | CA 2797912 | NaN | BATTERYFORELECTRICVEHICLEAND METHOD OF CHANGINGBATTERIES | BATTERIE POUR VEHICULE ELECTRIQUE ET PROCEDE DE CHANGEMENT DE BATTERIE | NaN | GYENES, LASZLO | NaN | 2010-04-30 | CASSAN MACLEAN | English | GYENES INNOVATIONS LIMITED | 22\nCLAIMS\n1. A rechargeable\nbattery\nfor powering an\nelectric\nvehicle\n, the\nbattery\ncomprising at\nleast one removable and replaceable\nelectrically\nrechargeable cell, wherein\nthe cell\nis encapsulated within a capsule compatible with transport along a pipeline.\n2.\nBattery\naccording to claim 1, wherein the capsule is compatible with\npneumatic\ntransport along a pipeline.\n3.\nBattery\naccording to claim 1 or claim 2 further comprising a plurality of\nelectrically\nrechargeable cells encapsulated within the capsule, wherein the capsule is\nremovable and replaceable with respect to the\nbattery\n.\n4.\nBattery\naccording to claim 3 further comprising a plurality of\nelectrically\ninterconnected capsules each with a plurality of\nelectrically\nrechargeable\ncells in\nelectrical\ncontact encapsulated therein, wherein each capsule is compatible\nwith\ntransport along a pipeline.\n5.\nBattery\naccording to claim 4, wherein the plurality of capsules comprises\nfirst and\nsecond types of capsules, the first capsule type including an\nelectrical\nterminal\nconnector configured to cooperate with the\nelectrical\nterminal connector of\nanother\nfirst capsule type to provide a series connection and the second capsule type\nincluding an\nelectrical\nterminal connector configured to cooperate with the\nelectrical\nterminal connector of another second capsule type to provide a series\nconnection,\nwherein the\nelectrical\nterminal connectors of the first and second capsule\ntype are\nconfigured to connect the first and second capsules in parallel.\n6.\nBattery\naccording to any preceding claim, wherein the capsule comprises\nfirst and\nsecond concentric\nelectrical\nterminals at either end thereof.\n7. A capsule of\nelectrically\nrechargeable cells suitable for use within a\nbattery\naccording to any preceding claim, which capsule comprises a receptacle in\nwhich\nthe cell or cells are housed, an\nelectrical\nterminal at each end of the\ncapsule and at\nleast one circumferential collar for facilitating transport, in use, along a\npipeline.\n8. Capsule according to claim 6, wherein the at least one collar is configured\nto\ncooperate with a pipeline through which the capsule is transported, in use, to\nguide\nand/or substantially seal therewith.\n23\n9. Capsule according to claim 7 or claim 8, wherein the at least one\ncircumferential\ncollar comprises two circumferential collars.\n10. Capsule according to any one of claims 7 to 9 further comprising a pair of\nelectrical\nterminals at each end of the capsule.\n11. Capsule according to claim 10 further comprising a switching means for\nselectively\nswitching, in use, the contact between the pair of terminals at one end of the\ncapsule with those at the other end of the capsule.\n12. Capsule according to claim 11, wherein the switching means comprises one\nor\nmore solid state switches.\n13. An\nelectrically\npowered\nvehicle\ncomprising a rechargeable\nbattery\naccording to any\none of claims 1 to 6 or a capsule according to any one of claims 7 to 12.\n14.\nVehicle\naccording to claim 13, wherein the\nbattery\ncomprises an array of\ntubing\nwithin which capsules according to any one of claims 7 to 12 can be located.\n15.\nVehicle\naccording to claim 13 or claim 14 further comprising at least one\ndisplacement pipeline through which capsules can be transported to and from\nits\nrechargeable\nbattery\nor\nbatteries\n.\n16.\nVehicle\naccording to claim 15, wherein the displacement pipeline is\npneumatically\ncompatible.\n17. An\nelectric\nvehicle\nservice and/or charging station compatible for use\nwith an\nelectrically\npowered\nvehicle\naccording to any one of claims 13 to 16, in that\nit\ncomprises a charging receptacle within which capsules according to any one of\nclaims 7 to 12 can be temporarily stationed for recharging, and pipelines able\nto\ncouple with said\nelectric\nvehicle\nin a manner to receive and transport said\ncapsules.\n18. A repository of multiple capsules according to any one of claims 7 to 12,\nadapted for\nuse with an\nelectric\nvehicle\nservice and/or charging station according to\nclaim 17 in\nthat it comprises pipelines in communication with said service and/or charging\nstation and a stock of capsules.\n24\n19. A system of apparatus capable of pneumatically withdrawing from an\nelectric\nvehicle\nrechargeable\nbattery\none or more capsules according to any one of\nclaims 7\nto 12 and replacing with replacement charged or operational such capsules\nwhich\ncomprises a service and/or charging station according to claim 17 in pneumatic\ncommunication with a repository according to claim 18 and optionally in\ncombination\nwith an\nelectric\nvehicle\naccording to any one of claims 13 to 16.\n20. A method of charging or recharging at least one rechargeable\nbattery\nwithin an\nelectric\nvehicle\n, which comprises pneumatically removing from said\nbattery\nat\nleast\none discharged, partly discharged or faulty capsules according to any one of\nclaims\n7 to 12, and pneumatically replacing it with another like such capsules in a\ncharged\nand/or otherwise operational state.\n21. A method according to claim 19, which involves use of a service and/or\ncharging\nstation according to claim 17 optionally with use of a repository according to\nclaim\n18. | 0907389.1 | United Kingdom | 2009-04-30 | L'invention porte sur une batterie rechargeable destinée à alimenter un véhicule électrique, la batterie comportant au moins une pile électriquement rechargeable amovible et remplaçable, la pile étant encapsulée à l'intérieur d'une capsule compatible avec un transport le long d'un pipeline. | True |
| 192 | Patent 3153001 Summary - Canadian Patents Database | CA 3153001 | NaN | ELECTRICVEHICLECHARGING APPARATUS, SYSTEM AND METHODS | APPAREIL, SYSTEME ET PROCEDES DE CHARGE DE VEHICULE ELECTRIQUE | NaN | ELLIS, CHRISTOPHER R., WHITNEY, RICHARD | NaN | 2020-08-28 | ALTITUDE IP | English | SPARKCHARGE, INC. | CLAIMS\nWhat is claimed is:\n1. An\nelectric\nvehicle\ncharging system comprising:\nan interleaved DC-DC control system configured to facilitate providing\nelectric\ncharge to an\nelectric\nvehicle\nbattery\nfrom an energy storage device,\nthe\ninterleaved DC-DC control system comprising:\nan inrush current limiting circuit;\nthree parallel boost converters, wherein each boost converter of the\nthree parallel boost converters is configured to operate in a discrete phase,\nwherein the three parallel boost converters are communicatively coupled\nto the inrush current limiting circuit;\nunidirectional current circuitry communicatively coupled to the\nthree parallel boost converters; and\na controller communicatively coupled to the interleaved DC-DC control\nsystem, the controller comprising:\nelectronic control circuitry configured to control the interleaved\nDC-DC control system; and\nvehicle\ncommunication circuitry configured to establish charging\nprotocols between the interleaved DC-DC control system and the\nelectric\nvehicle\nbattery\n, wherein the\nvehicle\ncommunication circuitry is\ncommunicatively coupled to the\nelectric\ncontrol circuitry.\n2. The\nelectric\nvehicle\ncharging system of claim 1, further comprising a\nsafety circuit configured to discharge the\nelectric\nvehicle\ncharging system\ndue to power\nfailure, wherein the safety circuit comprises:\na resistor; and\nmultiple capacitors, wherein the multiple capacitors are in parallel with the\nresistor.\n3. The\nelectric\nvehicle\ncharging system of claim 2, wherein the safety\ncircuit\nfurther comprises an energy storage component, wherein the energy storage\ncomponent is\nconfigured to automatically engage if the\nelectric\nvehicle\ncharging system\nloses power.\n4. The\nelectric\nvehicle\ncharging system of claim 1, wherein the inrush\ncurrent\nlimiting circuit comprises multiple selectively switchable components that are\ncontrolled\nby the controller, wherein at least one switching component of the multiple\nselectively\nswitchable components includes a higher impedance path than at least one other\nswitching component of the multiple selectively switchable components.\n5. The\nelectric\nvehicle\ncharging system of claim 1, wherein the\nunidirectional\ncurrent circuitry is configured to prevent discharge from the\nelectric\nvehicle\nbattery\n.\n6. The\nelectric\nvehicle\ncharging system of claim 1, wherein the electronic\ncontrol circuitry is further configured to read sensor values of isolated\ncurrent sensors of\nthe interleaved DC-DC control system and configured to set a duty ratio for\nthe three\nparallel boost converters at 120 degrees.\n7. The\nelectric\nvehicle\ncharging system of claim 1, wherein the interleaved\nDC-DC control system includes an electromagnetic interference filter\nconfigured to\ninhibit transfer of noise to the\nelectric\nvehicle\nbattery\n.\n8. The\nelectric\nvehicle\ncharging system of claim 1, wherein the interleaved\nDC-DC control system includes three additional parallel boost converters in\naddition to\nthe three parallel boost converters such that there is a total of six boost\nconverters,\nwherein each boost converter of the six boost converters is configured to\noperate 60\ndegrees out of phase of each other.\n9. The\nelectric\nvehicle\ncharging system of claim 1, wherein the three\nparallel\nboost converters is a first set of three parallel boost converters, and\nwherein the\n11\ninterleaved DC-DC control system includes a second set of three parallel boost\nconverters\nand a third set of three parallel boost converters such that there is a total\nof nine boost\nconverters, and wherein each boost converter of the nine boost converters is\nconfigured to\noperate 40 degrees out of phase of each other.\n10. The\nelectric\nvehicle\ncharging system of claim 1, wherein the\nelectric\nvehicle\ncharging system is a transportable\nelectric\nvehicle\ncharging system,\nwherein the\ntransportable\nelectric\nvehicle\ncharging system includes a multilayered printed\ncircuit\nboard stacked on the energy storage device, wherein the energy storage device\nincludes\nDC\nbattery\nmodules, and wherein the multilayered printed circuit board\ncomprises the\ninterleaved DC-DC control system and the controller.\n11. The\nelectric\nvehicle\ncharging system of claim 1, wherein each of the\nthree\nparallel boost converters includes a 20kW converter configured to boost an\ninput voltage\nto a higher voltage of the\nelectric\nvehicle\nbattery\n.\n12. A method of manufacturing an\nelectric\nvehicle\ncharging system, the\nmethod comprising:\nusing electroplating to form an interleaved DC-DC control system\nthat includes magnetic core inductors, a heatsink, and multistrand wire,\nwherein the electroplating produces a single printed circuit board that\nincludes three parallel boost converters;\nstacking the interleaved DC-DC control system on an energy\nstorage device, wherein the stacking aligns the interleaved DC-DC control\nsystem such that the single printed circuit board is a same length and\nwidth as the energy storage device.\n13. The method of manufacturing of claim 12, further comprising forming a\ncontroller comprising:\nelectronic control circuitry configured to control the interleaved DC-DC\ncontrol system; and\n12\nvehicle\ncommunication circuitry configured to establish charging\nprotocols between the interleaved DC-DC control system and the\nelectric\nvehicle\nbattery\n.\n14. The method of manufacturing of claim 12, wherein the interleaved DC-\nDC control system formed by the electroplating further comprises:\nan inrush current limiting circuit;\nan electromagnetic interference filter configured to inhibit transfer of\nnoise to an\nelectric\nvehicle\nbattery\n; and\nunidirectional current circuitry configured to prevent discharge from the\nelectric\nvehicle\nbattery\n.\n15. The method of manufacturing of claim 12, wherein the method further\ncomprises forming a safety circuit configured to discharge the\nelectric\nvehicle\ncharging\nsystem due to power failure, wherein the safety circuit comprises:\na resistor; and\nmultiple capacitors, wherein the multiple capacitors are in parallel with the\nresistor.\n16. A method of charging an\nelectric\nvehicle\nbattery\n, the method\ncomprising:\nreceiving, by an interleaved DC-DC control system, an\nelectrical\npower\ninput from an energy storage device, the\nelectrical\npower input being received\nat\nan inrush current limiting circuit of the interleaved DC-DC control system,\nwherein the inrush current limiting circuit includes multiple switching\ncomponents;\nswitching, by a controller communicatively coupled to the interleaved DC-\nDC control system, the multiple switching components on and off during an\ninrush current phase so that an\nelectrical\ncurrent flows continuously to three\nparallel boost converters of the interleaved DC-DC control system;\n13\nboosting, by the three parallel boost converters, an input voltage of the\nelectrical\npower input to a higher voltage of the\nelectric\nvehicle\nbattery\n;\nfiltering out, by an electromagnetic interference filter of the interleaved\nDC-DC control system, noise from the\nelectrical\npower input; and\ntransmitting, via unidirectional current circuitry, the\nelectrical\npower input\nto the\nelectric\nvehicle\nbattery\n.\n17. The method of claim 16, wherein each of the three parallel boost\nconverters operate in discrete phase offsets, each phase being offset by 120\ndegrees.\n18. The method of claim 16, wherein the method further comprises\nactivating,\nbased on detecting a power failure, a safety circuit configured to discharge\nthe\nelectrical\npower input, wherein the safety circuit comprises a resistor in parallel with\ncapacitors.\n19. The method of claim 16, wherein one switching component of the multiple\nswitching components comprises a higher impedance path than another switching\ncomponent of the multiple switching components.\n20. The method of claim 16, wherein converter control circuitry of the\ncontroller reads sensor values from current sensors of the three parallel\nboost converters\nand based thereon sets a duty ratio for the three parallel boost converters.\n14 | 62/892,800 | United States of America | 2019-08-28 | L'invention concerne un système de charge de véhicule électrique comprenant un système de contrôle CC-CC encastré configuré pour faciliter la fourniture d'une charge électrique à une batterie de véhicule électrique et comprenant un dispositif de commande couplé en communication au système de contrôle CC-CC encastré. Le système de contrôle CC-CC encastré comprend un circuit de limitation de courant d'appel, trois convertisseurs élévateurs parallèles qui sont chacun configurés pour fonctionner dans une phase discrète, et un circuit de courant unidirectionnel. Le dispositif de commande comprend un circuit de commande électronique configuré pour commander le système de contrôle CC-CC encastré et un circuit de communication de véhicule configuré pour établir des protocoles de charge entre le système de contrôle CC-CC encastré et la batterie de véhicule électrique. | True |
| 193 | Patent 2593433 Summary - Canadian Patents Database | CA 2593433 | NaN | CHILDREN'S RIDE-ONVEHICLECHARGING ASSEMBLIES WITH BACK FEED PROTECTION | ENSEMBLES DE CHARGE POUR VEHICULES POUR ENFANTS AVEC PROTECTION ANTI-RETOUR | NaN | DROSENDAHL, STEVEN ROBERT, MICHALAK, STEPHEN J., REYNOLDS, JEFFREY W. | 2012-04-10 | 2006-02-01 | SMART & BIGGAR LLP | English | MATTEL, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, comprising:\na body having at least one seat sized for a child;\na plurality of wheels rotatably coupled to the body, wherein the\nplurality of wheels includes at least one driven wheel and at least one\nsteerable wheel;\na steering assembly comprising a steering mechanism adapted to\nreceive steering inputs from a child sitting on the at least one seat, and a\nsteering\nlinkage adapted to convey the steering inputs to the at least one steerable\nwheel;\na drive assembly adapted to selectively drive the rotation of the at least\none driven wheel, wherein the drive assembly comprises:\na motor assembly comprising at least one\nelectric\nmotor,\na speed control assembly, and\na\nbattery\nassembly adapted to selectively energize the motor\nassembly and including at least one rechargeable\nbattery\nand a charging\nconnection\nelectrically\nconnected to the at least one rechargeable\nbattery\n; and\na\nbattery\ncharging assembly, comprising:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the at least one\nbattery\n;\na charger cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection of the\nbattery\nassembly to\nestablish an\nelectrical\nconnection between the adapter body and the at least one\nbattery\n;\nand\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nassembly in the entirety of the charger cord, wherein the at\nleast one\nprotective element is enclosed within the charging connector housing.\n2. The\nvehicle\nassembly of claim 1, wherein the adapter body includes a\nrectifier to convert an AC source current to a DC charging current.\n-19-\n3. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in series.\n4. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element comprises a plurality of protective elements\nelectrically\nconnected in parallel.\n5. The\nvehicle\nassembly of any one of claims 1-2, wherein the at least\none protective element enclosed within the charging connector housing is a\nfirst\nprotective element, the\nbattery\ncharging assembly includes a protective\nelement\nhousing disposed on the charger cord intermediate the adapter body and the\ncharging\nconnector housing, and a second protective element is disposed within the\nprotective\nelement housing.\n6. The\nvehicle\nassembly of any one of claims 1-5, wherein the at least\none protective element comprises a fuse.\n7. The\nvehicle\nassembly of any one of claims 1-6, wherein the at least\none protective element comprises a circuit breaker.\n8. The\nvehicle\nassembly of any one of claims 1-7, wherein the at least\none protective element comprises a diode.\n9. The\nvehicle\nassembly of any one of claims 1-8, wherein the protective\nelement comprises a resettable fuse.\n10. The\nvehicle\nassembly of any one of claims 1-9, wherein the at least\none protective element comprises a PTC resistor.\n11. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nassembly from passing through the at least one protective element.\n-20-\n12. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current.\n13. The\nvehicle\nassembly of any one of claims 1-10, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nassembly if the backflow current exceeds a predetermined threshold current for\nat\nleast a predetermined time period.\n14. The\nvehicle\nassembly of any one of claims 1-13, wherein the charging\nconnection comprises a socket configured to receive the charging connector\nhousing\ntherein.\n15. The\nvehicle\nassembly of claim 14, wherein the socket is keyed to\nreceive the charging connector housing such as to establish a suitable\npolarity\nbetween the charging assembly and the\nbattery\n.\n16. The\nvehicle\nassembly of any one of claims 1-15, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe charging connector housing includes a positive contact and a negative\ncontact;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts;\nthe at least one protective element disposed within the charging connector\nhousing is adapted to\nelectrically\ndisconnect at least one of the positive and\nnegative\nconductors from the respective one of the positive and negative contacts; and\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact is within the charging connector housing.\n-21-\n17. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\na charging probe comprising positive and negative contacts configured\nto directly engage the corresponding positive and negative contacts of the\ncharging\nconnection;\nan adapter body housing a transformer;\na charger cord\nelectrically\nconnecting the transformer to the positive\nand negative contacts of the charging probe, the charger cord extending from\nthe\nadapter body and terminating within the charging probe; and\nat least one protective element configured to reduce backflow current\nfrom the\nbattery\nin the entirety of the charger cord, wherein the at least one\nprotective\nelement is enclosed within the charging probe.\n18. The\nvehicle\nassembly of claim 17, wherein the at least one protective\nelement enclosed within the charging probe is a first protective element, and\na second\nprotective element is disposed on the charger cord intermediate the adapter\nbody and\nthe charging probe.\n19. The\nvehicle\nassembly of any one of claims 17-18, wherein the at least\none protective element is interposed into a conductor that is\nelectrically\nconnected to\nthe positive contact of the charging probe.\n20. The\nvehicle\nassembly of any one of claims 17-19, wherein the at least\none protective element comprises a resettable fuse.\n-22-\n21. The\nvehicle\nassembly of any one of claims 17-20, wherein the at least\none protective element comprises a PTC resistor.\n22. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to prevent backflow current from the\nbattery\nfrom\npassing through the at least one protective element.\n23. The\nvehicle\nassembly of any one of claims 17-21, wherein the at least\none protective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current.\n24. The\nvehicle\nassembly of any one of claims 17-21, wherein the\nprotective element is adapted to interrupt backflow current from the\nbattery\nif the\nbackflow current exceeds a predetermined threshold current for at least a\npredetermined time period.\n25. The\nvehicle\nassembly of any one of claims 17-24, wherein:\nthe charger cord includes a positive conductor and a negative conductor;\nthe positive and negative conductors terminate at respective ones of the\npositive and negative contacts of the charging probe;\nthe at least one protective element enclosed within the charging probe is\nadapted to\nelectrically\ndisconnect at least one of the positive and negative\nconductors\nfrom the respective one of the positive and negative contacts of the charging\nprobe;\nand\nthe\nelectrical\ndisconnect between the positive conductor and the positive\ncontact of the charging probe is within the charging probe.\n26. A children's ride-on\nvehicle\nassembly, comprising:\na children's ride-on\nvehicle\n, the\nvehicle\ncomprising:\na body with a seat adapted to receive a child;\na rechargeable\nbattery\ndisposed in the body, the\nbattery\ncomprising\npositive and negative terminals; and\n-23-\na charging connection comprising positive and negative contacts in\nelectrical\ncommunication with the respective positive and negative terminals\nof the\nrechargeable\nbattery\n; and\na\nbattery\ncharging assembly adapted to deliver a charging current to the\nrechargeable\nbattery\n, wherein the\nbattery\ncharging assembly comprises:\nan adapter body configured to convert a source current to a charging\ncurrent suitable to charge the rechargeable\nbattery\n;\na charge cord extending from the adapter body and terminating within\na charging connector housing, wherein the charging connector housing is\nconfigured\nto directly engage the charging connection to establish an\nelectrical\nconnection\nbetween the adapter body and the rechargeable\nbattery\n; and\na protective element configured to interrupt backflow current from the\nrechargeable\nbattery\nin the entirety of the charger cord if the backflow\ncurrent exceeds\na predetermined threshold current and to permit forward-flow current from the\nadapter body to the rechargeable\nbattery\nafter an event in which the backflow\ncurrent\nexceeds the predetermined threshold current, wherein the protective element is\nenclosed within the charging connector housing.\n-24- | 60/649,857 | United States of America | 2005-02-02 | L'invention concerne des ensembles de charge de batterie de voitures pour enfants, ainsi que des voitures pour enfants équipées desdits ensembles. Lesdits ensembles de charge peuvent comprendre un adaptateur de puissance adapté pour être électriquement connecté à une source de puissance, un câble de chargeur, et un connecteur de charge adapté pour être électriquement interconnecté avec la batterie rechargeable du véhicule. Les ensembles de charge de batterie comprennent également au moins un élément protecteur destiné à empêcher ou à réduire de manière significative le courant de retour de la batterie dans l'ensemble de charge de batterie. L'élément protecteur peut être situé dans la sonde de charge ou sur n'importe quel point du câble de chargeur de l'ensemble de charge de batterie. L'élément protecteur peut comprendre un dispositif de limitation ou d'interruption de courant adapté. Les exemples de ces dispositifs de limitation de courant comprennent, entre autres, un fusible, un disjoncteur, une diode anti-retour, et un fusible à réenclenchement, par exemple une résistance à coefficient thermique positif (résistance PTC). | True |
| 194 | Patent 3104480 Summary - Canadian Patents Database | CA 3104480 | NaN | FLOWBATTERY-BASED CHARGING SYSTEMS | SYSTEMES DE CHARGE BASES SUR UNE BATTERIE A CIRCULATION | NaN | ALLISON, CHAD JEROMY, FALCINELLI, MICHAEL, GOTTLIEB, PETER, MOREHEAD, GREGORY A. | NaN | 2019-04-18 | GOWLING WLG (CANADA) LLP | English | LARGO CLEAN ENERGY CORP. | CLAIMS\n1. A charging system, comprising:\na flow\nbattery\nincluding:\nat least one pair of electrolyte storage including,\nan anolyte storage configured to contain an anolyte solution, and\na catholyte storage configured to contain a catholyte solution;\nat least one\nbattery\nstack in fluid communication with the at least one pair\nof\nelectrolyte storage, wherein the at least one\nbattery\nstack is configured to:\nreceive\nelectrical\nenergy from a power source and to facilitate redox\nreactions storing the received\nelectrical\npower as chemical energy by the\nanolyte and\ncatholyte solutions;\nsupply\nelectrical\nenergy to an\nelectrical\nload, and to facilitate redox\nreactions releasing chemical energy stored by the anolyte and catholyte\nsolutions as\nelectrical\nenergy to the\nelectrical\nload; and\none or more charging ports configured for\nelectrical\ncommunication with an\nelectric\nvehicle\n(EV);\nwherein the power source is an\nelectrical\ngrid; and\nwherein the load includes at least one of the EV or the\nelectrical\ngrid.\n2. The system of claim 1, wherein the system is further configured to\nreceive\nelectrical\npower from at least one other power source different from the\nelectrical\ngrid.\n3. The system of claim 2, wherein the other power source is selected from\nrenewable energy\nsources and\nelectrical\ngenerators.\n4. The system of claim 1, wherein the at least one\nbattery\nstack comprises\na single\nbattery\nstack.\n5. The system of claim 1, wherein the at least one\nbattery\nstack comprises:\na first\nbattery\nstack in fluid communication with the at least one pair of\nelectrolyte\nstorage, wherein the first\nbattery\nstack is configured to receive\nelectrical\nenergy from a power\n41\nsource and to facilitate redox reactions storing the received\nelectrical\npower\nas chemical energy\nby the anolyte and catholyte solutions; and\na second\nbattery\nstack in fluid communication with the at least one pair of\nelectrolyte\nstorage, wherein the second\nbattery\nstack is configured to supply\nelectrical\nenergy to the\nelectrical\nload, and to facilitate redox reactions releasing chemical energy\nstored by the anolyte\nand catholyte solutions as\nelectrical\nenergy to the\nelectrical\nload.\n6. A charging system, comprising:\none or more\nvehicle\ncharging ports;\nan input port configured to receive power input from an\nelectrical\ngrid; and\nan energy storage system (ES S) configured to:\nelectrically\ncouple to both the\nelectrical\ngrid and the\nvehicle\ncharging\nports;\nsupply\nelectrical\npower to an\nelectric\nvehicle\n(EV) in\nelectrical\ncommunication\nwith one of the\nvehicle\ncharging ports;\nsupply\nelectrical\npower to the\nelectrical\ngrid; and\nreceive\nelectrical\npower from the\nelectrical\ngrid.\n7. The system of claim 6, wherein the ESS comprises a flow\nbattery\nincluding:\nan anolyte storage vessel configured to receive a negatively charged\nelectrolyte;\na catholyte storage vessel configured to receive a positively charged\nelectrolyte; and\nan\nelectric\nvehicle\n(EV) power block configured to receive an AC input, the EV\npower\nblock comprising:\none or more\nbattery\nstacks configured to store\nelectrical\nenergy by converting\na\nreceived current into chemical energy to form a charged electrolyte and to\nrelease\nelectrical\nenergy in the form of a first DC at a first voltage by converting stored\nchemical energy from the\ncharged electrolyte into\nelectrical\nenergy; and\na multi-port, multi-directional AC/DC inverter configured for\nelectrical\nconnection to the AC input, the one or more\nbattery\nstacks, and the one or\nmore\nvehicle\ncharging\nports and to convert AC received from the AC input into a second DC at a\nsecond voltage.\n42\n8. The system of claim 7, wherein the EV power block further comprises a DC\nbus in\nelectrical\ncommunication with the AC/DC inverter, the one or more\nbattery\nstacks, and the one\nor more\nvehicle\ncharging ports, wherein the DC bus is configured to:\nselect a charging source from at least one of the AC/DC inverter and the one\nor more\nbattery\nstacks;\nreceive DC from the selected charging source(s); and\ndirect the received DC to the one or more\nvehicle\ncharging ports.\n9. The system of claim 8, wherein the EV power block further comprises a\nDC/DC\nconverter in\nelectrical\ncommunication with the DC bus, wherein the DC/DC\nconverter is\nconfigured to receive a third DC at a third voltage from a DC input and\nconvert the third DC to a\nfourth DC at a fourth voltage, and wherein the DC bus is configured to:\nselect a\nvehicle\ncharging source from at least one of the AC/DC inverter, the\none or more\nbattery\nstacks, and the DC/DC converter;\nreceive DC from the selected charging source(s); and\ndirect the received DC to the one or more\nvehicle\ncharging ports.\n10. The system of claim 9, wherein the DC bus is configured to direct at\nleast one of the first\nand third DC to the one or more\nbattery\nstacks for charging the one or more\nbattery\nstacks.\n11. The system of claim 7, comprising a plurality of EV power blocks in\nfluid\ncommunication with a plurality of pairs of anolyte and catholyte storage\nvessels.\n12. The system of claim 11, wherein the plurality of EV power blocks is\nconfigured to switch\nbetween receipt of charged electrolyte from a first pair of anolyte and\ncatholyte storage vessels\nand a second pair of anolyte and catholyte storage vessels.\n13. A charging system, comprising:\nat least one flow\nbattery\nconfigured to output a first DC at a first voltage;\na first DC/DC converter configured to receive the first DC and to output a\nsecond DC at a\nsecond voltage;\nan AC/DC inverter configured to receive AC from an AC power source and to\noutput a\nthird DC at a third voltage;\n43\na second DC/DC converter configured to receive a fourth DC at a fourth voltage\nand\noutput a fifth DC at a fifth voltage;\na single common DC bus configured to receive the second DC and the third DC\nand\noutput the fourth DC;\na site controller in signal communication with the first DC/DC converter, the\nAC/DC\ninverter, and the second DC/DC converter, wherein the site controller is\nconfigured to transmit\ncommands to at least one of the first DC/DC converter and the AC/DC inverter\nto adjust the\nsecond voltage and the third voltage; and\none or more charging ports configured to receive the fifth voltage and\ntransmit the fifth\nvoltage to an\nelectric\nvehicle\n(EV).\n14. The charging system of claim 13, wherein the AC power source is an\nelectrical\ngrid.\n15. The charging system of claim 13, wherein the site controller is\nconfigured to adjust the\nsecond voltage and the third voltage to achieve a voltage on the common DC bus\nwithin a\npredetermined range.\n16. The charging system of claim 15, wherein the site controller is\nconfigured to command\nthe first DC/DC converter to receive a sixth DC at a sixth voltage from the\ncommon DC bus and\nto output a seventh DC at a seventh voltage to the at least one flow\nbattery\nfor charging the at\nleast one flow\nbattery\n.\n17. The charging system of claim 16, wherein the site controller is\nconfigured to command\nthe DC/DC converter to output the second DC to the common DC bus and to\ncommand the\nAC/DC inverter to output the third DC to the common DC bus to achieve a\npredetermined bus\nvoltage on the common DC bus relative to an open circuit voltage of the at\nleast one flow\nbattery\nto selectively charge or discharge the at least one flow\nbattery\n.\n18. The charging system of claim 13, further comprising:\nthe at least one flow\nbattery\nincluding a plurality of\nbattery\nstacks arranged\nelectrically\nin\nparallel, each of the plurality of\nbattery\nstacks configured to output the\nfirst DC; and\n44\na plurality of first DC/DC converters arranged\nelectrically\nin series, wherein\neach DC/DC\nconverter is configured to receive the first DC from a respective one of the\nplurality of\nbattery\nstacks.\n19. The charging system of claim 18, wherein the common DC bus is\nconfigured to receive\nan eighth DC directly from a variable DC power source having a variable\nvoltage output.\n20. The charging system of claim 19, wherein the variable DC power source\nis not connected\nto the common DC bus via a DC/DC converter.\n21. The charging system of claim 20, wherein the site controller is\nconfigured to adjust the\nsecond voltage and the third voltage to regulate the voltage on the common DC\nbus within a\npredetermined range such that an impedance of the common DC bus matches an\nimpedance of\nthe variable DC power source.\n22. The charging system of claim 13, further comprising:\nthe at least one flow\nbattery\nincluding a plurality of\nbattery\nstacks arranged\nelectrically\nin\nparallel, each of the plurality of\nbattery\nstacks configured to output the\nfirst DC;\na plurality of DC/DC converters galvanically isolated from one another and\narranged\nelectrically\nin series with one another;\nwherein each DC/DC converter is configured to receive the first DC from a\nrespective\none of the plurality of\nbattery\nstacks.\n23. The charging system of claim 13, further comprising:\nthe at least one flow\nbattery\nincluding a first flow\nbattery\nand a second flow\nbattery\n,\nwherein each of the first and second flow\nbatteries\nincludes at least one\nbattery\nstack configured\nto output the first DC;\na first DC/DC converter configured to receive the first DC from a\nbattery\nstack of the first\nflow\nbattery\n; and\na second DC/DC converter configured to receive the first DC from a\nbattery\nstack of the\nsecond flow\nbattery\n;\nwherein the first and second DC/DC converters are galvanically isolated from\none\nanother and arranged\nelectrically\nin parallel with one another.\n24. The charging system of claim 23, wherein the first flow\nbattery\nincludes a first plurality\nof\nbattery\nstacks arranged\nelectrically\nin parallel with one another and the\nsecond flow\nbattery\nincludes a second plurality of\nbattery\nstacks arranged\nelectrically\nin\nparallel with one another.\n25. The charging system of claim 24, further comprising a first plurality\nof DC/DC\nconverters including the first DC/DC converter and a second plurality of DC/DC\nconverters\nincluding the second DC/DC converter, wherein each DC/DC converter of the\nfirst plurality of\nDC/DC converters is arranged\nelectrically\nin series and is configured to\nreceive the first DC from\na respective\nbattery\nstack of the first plurality of\nbattery\nstacks, and\nwherein each DC/DC\nconverter of the second plurality of DC/DC converters is arranged\nelectrically\nin series and is\nconfigured to receive the first DC from a respective\nbattery\nstack of the\nsecond plurality of\nbattery\nstacks.\n46 | 62/659,318 | United States of America | 2018-04-18 | La présente invention concerne un système de batterie à circulation pouvant comprendre au moins une paire de stockages d'électrolyte, un premier empilement de batteries et un second empilement de batteries. La paire de stockages d'électrolyte peut comprendre un stockage d'anolyte conçu pour contenir une solution d'anolyte, et un stockage de catholyte conçu pour contenir une solution de catholyte. Le premier empilement de batteries peut être en communication fluidique avec la paire de stockages d'électrolyte. Le premier empilement de batteries peut également être conçu pour recevoir une énergie électrique provenant d'une source d'alimentation et pour faciliter des réactions d'oxydo-réduction stockant l'énergie électrique reçue sous forme d'énergie chimique par les solutions d'anolyte et de catholyte. Le second empilement de batteries peut être en communication fluidique avec la ou les paires de stockages d'électrolyte. Le second empilement de batteries peut également être conçu pour fournir une énergie électrique à une charge électrique, et pour faciliter des réactions d'oxydo-réduction délivrant une énergie chimique stockée par les solutions d'anolyte et de catholyte sous forme d'énergie électrique à la charge. | True |
| 195 | Patent 3028594 Summary - Canadian Patents Database | CA 3028594 | NaN | ELECTRIFIED GARMENT AND METHOD FOR DISTRIBUTING POWER IN AN ELECTRIFIED GARMENT | VETEMENT ELECTRIFIE ET PROCEDE DE DISTRIBUTION D'ENERGIE DANS UN VETEMENT ELECTRIFIE | NaN | DEMERS, JEROME, LECOINTRE, ALEXANDRE | NaN | 2017-06-22 | BCF LLP | English | BOMBARDIER RECREATIONAL PRODUCTS INC. | 26\nWhat is claimed is:\n1. A garment, comprising:\na garment body;\na power management unit connected to the garment body;\nat least one\nbattery\noperatively connected to the power management unit;\nat least one\nelectrical\nelement operatively connected to the power management\nunit, the at\nleast one\nelectrical\nelement being connected to the at least one\nbattery\nvia\nthe power management\nunit; and\nat least one\nelectrical\nconnection operatively connected to the power\nmanagement unit for\nconnecting the power management unit to a power supply external to the\ngarment,\nthe power management unit being operable to select between a distribution of\npower\nfrom at least:\nthe at least one\nelectrical\nconnection to at least one of the at least one\nelectrical\nelement and the at least one\nbattery\n, and\nthe at least one\nbattery\nto the at least one\nelectrical\nelement.\n2. The garment of claim 1, wherein the power management unit is adapted to\nsupply power\nto the at least one\nelectrical\nelement from the at least one\nbattery\nwhen the\nat least one\nelectrical\nconnection is disconnected from the power supply external to the garment.\n3. The garment of claim 1, wherein the garment body is a jacket.\n4. The garment of claim 1, wherein the power management unit is disposed\nwithin the\ngarment.\n5. The garment of claim 1, wherein the garment body comprises a\nbattery\npocket, the at\nleast one\nbattery\nbeing disposed in the\nbattery\npocket.\n27\n6. The garment of claim 1, further comprising a control interface\noperatively connected to\nthe power management unit, the power management unit determining the\ndistribution of power\nbased at least in part on a signal from the control interface.\n7. The garment of claim 6, wherein the control interface provides a\nplurality of discrete\npower level settings for the at least one\nelectrical\nelement.\n8. The garment of claim 1, wherein the power supply external to the garment\nis provided in\na\nvehicle\n.\n9. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes at least one\nheating element.\n10. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor recharging a\nbattery\nof an electronic device.\n11. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to a helmet\nelectrical\nelement of a helmet.\n12. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to a secondary garment.\n13. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to at least one of:\na pair of gloves having at least one gloves\nelectrical\nelement,\na pair of pants having at least one pants\nelectrical\nelement,\na helmet having at least one helmet\nelectrical\nelement, and\na pair of boots having at least one boots\nelectrical\nelement.\n14. The garment of claim 1, wherein the power management unit is configured\nto:\n28\ndetermine if power required by the at least one\nelectrical\nelement surpasses\npower\navailable from the at least one\nelectrical\nconnection alone; and\ndistribute power from both the at least one\nbattery\nand the at least one\nelectrical\nconnection to the at least one\nelectrical\nelement when power required by the\nat least one\nelectrical\nelement surpasses power available from the at least one\nelectrical\nconnection alone.\n15. The garment of claim 1, wherein the power management unit is further\noperable to select a\ndistribution of power from both the at least one\nelectrical\nconnection and the\nat least one\nbattery\n.\n16. A method for distributing power in a garment, the method comprising:\ndetermining, by a power management unit, if power is available from at least\none of a\nbattery\nand an\nelectrical\nconnection, the\nelectrical\nconnection being adapted\nfor providing power\nfrom a power supply external to the garment;\ndistributing power, by the power management unit, from the\nelectrical\nconnection to at\nleast one of the\nbattery\nand at least one\nelectrical\nelement, upon determining\nthat power is\navailable from the\nelectrical\nconnection; and\ndistributing power, by the power management unit, from the\nbattery\nto the at\nleast one\nelectrical\nelement, upon determining that power is available from the\nbattery\nand not available\nfrom the\nelectrical\nconnection.\n17. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if the\nbattery\nhas been fully\ncharged; and\ndistributing power, by the power management unit, from the\nelectrical\nconnection only to the at\nleast one\nelectrical\nelement when the\nbattery\nis fully charged.\n18. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if power is no longer available\nfrom the\nelectrical\nconnection; and\n29\ndistributing power, by the power management unit, from the\nbattery\nto the at\nleast one\nelectrical\nelement when power is no longer available from the\nelectrical\nconnection.\n19. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if power required by the at least\none\nelectrical\nelement surpasses power available from the\nelectrical\nconnection\nalone; and\ndistributing power, by the power management unit, from both the\nbattery\nand\nthe\nelectrical\nconnection to the at least one\nelectrical\nelement when power\nrequired by the at least\none\nelectrical\nelement surpasses power available from the\nelectrical\nconnection alone.\n20. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if a charge of the\nbattery\nhas\nfallen below a\nthreshold; and\nstopping, by the power management unit, distribution of power from the\nbattery\nto the at\nleast one\nelectrical\nelement when the charge of the\nbattery\nhas fallen below\nthe threshold.\n21. The method of any one of claims 16 to 20, further comprising:\nreceiving, by the power management unit, at least one signal from a control\ninterface; and\ndistributing power, by the power management unit, based at least in part on\nthe at least\none signal.\n22. The method of claim 21, wherein the at least one signal indicates a\nrelative percentage of\npower to be distributed to each of the\nbattery\nand the at least one\nelectrical\nelement.\n23. A\nvehicle\nand garment system comprising:\na\nvehicle\nincluding:\na\nvehicle\nbody, and\na propulsion system connected to the\nvehicle\nbody; and\n30\na garment selectively connected to the\nvehicle\n, the garment including:\na garment body;\na power management unit connected to the garment body;\nat least one\nbattery\noperatively connected to the power management unit;\nat least one\nelectrical\nelement operatively connected to the power management\nunit, the at least one\nelectrical\nelement being connected to the at least one\nbattery\nvia the\npower management unit; and\nat least one\nelectrical\nconnection operatively connected to the power\nmanagement\nunit for connecting the power management unit to a power supply in the\nvehicle\n,\nthe power management unit being operable to select between a distribution of\npower from at least:\nthe at least one\nelectrical\nconnection to at least one of the at least one\nelectrical\nelement and the at least one\nbattery\n, and\nthe at least one\nbattery\nto the at least one\nelectrical\nelement.\n24. The system of claim 23, wherein the power management unit is adapted to\nsupply power\nto the at least one\nelectrical\nelement from the at least one\nbattery\nwhen the\nat least one\nelectrical\nconnection is disconnected from the power supply in the\nvehicle\n.\n25. The system of claim 23, wherein the garment body is a jacket.\n26. The system of claim 23, wherein the power management unit is disposed\nwithin the\ngarment.\n27. The system of claim 23, wherein the at least one\nelectrical\nelement\nincludes at least one\nheating element.\n28. The system of claim 23, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to a secondary garment.\n31\n29. The system of claim 23, wherein the power management unit is configured\nto:\ndetermine if power required by the at least one\nelectrical\nelement surpasses\npower\navailable from the\nelectrical\nconnection alone; and\ndistribute power from both the at least one\nbattery\nand the at least one\nelectrical\nconnection to the at least one\nelectrical\nelement when power required by the\nat least one\nelectrical\nelement surpasses power available from the\nelectrical\nconnection\nalone.\n30. The system of any one of claims 23 to 29, wherein:\nthe\nvehicle\nis a snowmobile;\nthe\nvehicle\nbody includes a frame; and\nthe propulsion system includes a motor operatively connected to the frame; and\nthe\nvehicle\nfurther comprises:\na straddle seat connected to the frame and configured to accommodate at least\na\ndriver of the snowmobile; and\nan endless track operatively connected to the motor. | 62/354,005 | United States of America | 2016-06-23 | L'invention concerne un vêtement pourvu de composants électriques. Le vêtement comprend un corps de vêtement, une unité de gestion d'énergie, au moins une batterie connectée de manière fonctionnelle à l'unité de gestion d'énergie, au moins un élément électrique connecté de manière fonctionnelle à l'unité de gestion d'énergie, l'élément électrique étant connecté à la ou aux batteries par l'intermédiaire de l'unité de gestion d'énergie, et une connexion électrique connectée de manière fonctionnelle à l'unité de gestion de puissance pour connecter l'unité de gestion de puissance à une alimentation externe au vêtement, l'unité de gestion de puissance pouvant être utilisée pour sélectionner une distribution de puissance à partir d'au moins la ou les connexions électriques vers au moins l'un du ou des éléments électriques et de la ou des batteries, et la ou les batteries vers l'élément électrique. L'invention porte également sur un véhicule et sur un système de vêtement et sur un procédé de distribution d'énergie dans un vêtement. | True |
| 196 | Patent 2837982 Summary - Canadian Patents Database | CA 2837982 | NaN | BATTERYEXCHANGE STATION | STATION D'ECHANGE DE BATTERIES | NaN | AGGASI, SHAI, HEICHAL, YOAV | 2019-01-08 | 2009-09-18 | FASKEN MARTINEAU DUMOULIN LLP | English | BETTER PLACE GMBH | CLAIMS\nWhat is claimed is:\n1. A\nbattery\nexchange system for exchanging different types of\nbatteries\ncoupled to\nelectric\nvehicles\n, the\nbattery\nexchange system comprising:\na\nbattery\nlift mechanism configured to remove a first\nbattery\nfrom and insert\na second\nbattery\ninto a\nbattery\nbay of an at least partially\nelectric\nvehicle\n,\nan exchange platform coupled to the\nbattery\nlift rnechanism;\na plurality of different types of grippers, each type of gripper configured to\nremoveably couple to the exchange platform and to one type of the different\ntypes of\nbatteries\n.\n2. The\nbattery\nexchange system of claim 1 further cornprising:\na shuttle slidably coupled to at least one rail; and\nwherein the\nbattery\nlift mechanism comprises a hydraulic or scissor lift\nmechanism\ncoupled between the shuttle and the exchange platform.\n3. The\nbattery\nexchange system of claim 1, wherein the\nbattery\nexchange\nsystem has at\nleast three degrees of freedom.\nThe\nbattery\nexchange system of claim 1, wherein the\nbattery\nlift mechanism is\nlocated\nbelow ground when at a rest position.\n5. The\nbattery\nexchange system of clairn 1, wherein the\nbattery\nlift\nmechanism is located\nabove ground when at a rest position.\n6. The\nbattery\nexchange system of clahn 1, further comprising:\nan indexing system configured to measure alignment between the exchange\nplatform\nand the\nbattery\nbay of the at least partially\nelectric\nvehicle\n.\n7. The\nbattery\nexchange system of claim 1, further comprising:\nan unlocking mechanism configured to electronically activate a lock on the at\nleast\npartially\nelectric\nvehicle\n.\n32\n8. The\nbattery\nexchange system of claim I, further comprising:\nan unlocking mechanism configured to mechanically activate a lock on the at\nleast\npartially\nelectric\nvehicle\n.\n9. A\nbattery\nexchange system, comprising:\na\nbattery\nlift mechanism configured to:\nremove a first\nbattery\nfrom a\nbattery\nbay of an at least partially\nelectric\nvehicle\nby lowering the first\nbattery\nalong a first axis substantially perpendicular\nto a plane formed\nby a bottom surface of the at least partially\nelectric\nvehicle\n; and\ninsert a second\nbattery\ninto the\nbattery\nbay of the at least partially\nelectric\nvehicle\nby lifting the second\nbattery\nalong the first axis;\nan exchange platform coupled to the\nbattery\nlift mechanism;\na plurality of different types of grippers, each type of gripper configured to\nremoveably couple to the exchange platform and to one type of the different\ntypes of\nbatteries\n.\n33 | 61/098,724 | United States of America | 2008-09-19 | Une batterie déchargée est enlevée et une batterie chargée est insérée dans un véhicule électrique, à une station déchange de batteries. La station déchange de batteries possède divers mécanismes pour effectuer cet échange. Dans certains modes de réalisation, les batteries sont stockées dans un entrepôt, où elles reçoivent la quantité de charge appropriée. Les batteries chargées sont déplacées à partir de lentrepôt par un mécanisme robotique automatisé. Le système robotique automatisé fournit la batterie chargée à un système déchange de batteries, qui insère la batterie chargée dans le véhicule après avoir enlevé la batterie déchargée du véhicule. Linsertion et lenlèvement de la batterie sont faits verticalement, cest-à-dire vers lintérieur et lextérieur du fond du véhicule. Le système déchange de batteries est situé dans un poste de travail, sous le véhicule. Un système de porte coulissante crée une ouverture au-dessus du poste de travail. Louverture a une dimension variable en fonction de la dimension du véhicule. | True |
| 197 | Patent 2384144 Summary - Canadian Patents Database | CA 2384144 | NaN | ELECTRICVEHICLE | VEHICULE ELECTRIQUE | NaN | ISHII, HIROSHI, AOKI, TAKASHI, OHNUMA, NOBUHITO | 2004-12-21 | 2000-08-31 | OSLER, HOSKIN & HARCOURT LLP | English | TOKYO R & D CO., LTD. | 24\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An\nelectric\nvehicle\nincluding at least a pack of rechargeable secondary\nbattery\nand a charger for charging said secondary\nbattery\n, said pack and said\ncharger being detachably mounted on a\nvehicle\nmain body, an\nelectric\nmotor for\ndriving a running section, and a controller for controlling drive of said\nelectric\nmotor\nby\nelectric\npower of said secondary\nbattery\n, comprising:\nnonvolatile memories arranged in said\nvehicle\nmain body, each said\nsecondary\nbattery\nand said charger for storing passwords; and\na display and operation unit for inputting a password and means for bringing\nsaid\nvehicle\ninto a state capable of being driven only when the password\ninputted\nthrough said display and operation unit matches all of the passwords stored in\nsaid\nrespective memories of said\nvehicle\nmain body, each said secondary\nbattery\nand\nsaid charger.\n2. The\nelectric\nvehicle\naccording to claim 1, wherein a key switch is arranged\nin said\nvehicle\nmain body; and\nsaid means for bringing said\nvehicle\ninto a state capable of being driven\noperates only when the password inputted through said display and operation\nunit\nmatches all of the passwords stored in said respective memories of said\nvehicle\nmain body, each said secondary\nbattery\nand said charger after said key switch\nturns\nON.\n3. The\nelectric\nvehicle\naccording to claim 1 or 2, further comprising:\na wheel rotation detector for detecting rotation of wheels;\n25\nan alarm generator; and\nmeans for determining whether or not said\nvehicle\nis moved by a\npredetermined specified value or more based on rotation detection information\nfrom\nsaid wheel rotation detector in a key-OFF state or in a waiting state,\nallowing said\nalarm generator to give an alarm and said display and operation unit to\ndisplay a\nrequest for input of a password when the determination is made that said\nvehicle\nis\nmoved by the predetermined specified value or more, and thereafter stopping\nthe\nalarm by said alarm generator only when the password inputted through said\ndisplay\nand operation unit matches all of the passwords stored in said respective\nmemories\nof said\nvehicle\nmain body, each said secondary\nbattery\nand said charger.\n4. The\nelectric\nvehicle\naccording to claim 1 or 2, further comprising:\na wheel rotation detector for detecting rotation of wheels;\nan alarm generator; and\nmeans for determining whether or not said\nvehicle\nis moved by a\npredetermined specified value or more based on rotation detection information\nfrom\nsaid wheel rotation detector in a key-OFF state or in a waiting state,\nallowing said\ndisplay and operation unit to display a request for input of a password when\nthe\ndetermination is made that said\nvehicle\nis moved by the predetermined\nspecified\nvalue or more, and thereafter allowing said alarm generator to give an alarm\nwhen\na password is not inputted through said display and operation unit in a\npredetermined period of time or when the inputted password does not match all\nof\nthe passwords stored in said respective memories of said\nvehicle\nmain body,\neach\nsaid secondary\nbattery\nand said charger.\n26\n5. The\nelectric\nvehicle\naccording to claim 1 or 2, wherein\nsaid display and operation unit has a password change mode selector, and\nmeans is provided which, only when a password inputted through said display\nand operation unit matches all of the passwords stored in said respective\nmemories\nof said\nvehicle\nmain body, each said secondary\nbattery\nand said charger after\na\npassword change mode is selected by said password change mode selector, allows\nsaid respective memories to rewrite and store a new password inputted\nthereafter. | 11/253432 | Japan | 1999-09-07 | L'invention concerne un véhicule électrique (1), qui comprend une batterie rechargeable (30), un moteur électrique (9) destiné à des roues motrices, et un dispositif de commande (5) pour exciter le moteur électrique au moyen de l'énergie électrique fournie par la batterie rechargeable (30). Le véhicule électrique comprend en outre une mémoire permanente (6) pour stocker un mot de passe, un dispositif d'affichage et de contrôle (7) pour entrer le mot de passe, et un dispositif (pouvant intégrer le dispositif de commande (5)) grâce auquel le véhicule ne démarre que lorsque le mot de passe est entré par le biais du dispositif d'affichage et qu'un dispositif de contrôle (7) a validé le mot de passe stocké dans la mémoire permanente (6). | True |
| 198 | Patent 2785019 Summary - Canadian Patents Database | CA 2785019 | NaN | CONTROLLER FOR HYBRIDVEHICLE | DISPOSITIF DE COMMANDE POUR VEHICULE HYBRIDE | NaN | TAMAGAWA, YUTAKA | 2015-01-13 | 2010-12-21 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | Claims\n1. A controller for a hybrid\nvehicle\n,\nthe\nvehicle\nincluding\nan engine,\nan\nelectric\nmotor,\na generator for generating\nelectric\npower by power of the engine, and\na\nbattery\nfor storing\nelectric\npower generated by the\nelectric\nmotor or the\ngenerator and supplying the\nelectric\npower to the\nelectric\nmotor,\nthe\nvehicle\nbeing able to run in\nan EV drive mode in which the\nelectric\nmotor is driven by\nelectric\npower of\nthe\nbattery\nonly and\na series drive mode in which the\nelectric\nmotor is driven by\nelectric\npower\ngenerated by the generator using power of the engine,\nthe controller including\na demanded driving force calculation unit for calculating a demanded driving\nforce for the\nelectric\nmotor based on\nvehicle\nspeed and accelerator pedal\nopening,\na demanded\nelectric\npower calculation unit for calculating a demanded\nelectric\npower based on the demanded driving force and a revolution speed of the\nelectric\nmotor,\nan available uppermost outputting value setting unit for setting an available\nuppermost outputting value for the\nbattery\nbased on the conditions of the\nbattery\n, and\na degree-of-start-demand calculation unit for calculating a degree of start\ndemand\nfor the engine based on the conditions of the\nbattery\n, the demanded\nelectric\npower and the\naccelerator pedal opening,\nan engine starting determination unit for determining on the starting of the\nengine\n38\nbased on the demanded\nelectric\npower or the degree of start demand,\nwherein the engine starting determination unit starts the engine so that the\nvehicle\nruns\nin the series drive mode, when the demanded\nelectric\npower exceeds the\navailable\nuppermost outputting value, or when an integral value obtained by integrating\nthe degree\nof start demand surpasses a predetermined value.\n2. The controller of Claim 1, further including\na set value setting unit for setting a set value based on the conditions of\nthe\nbattery\n,\na first fitness calculation unit for calculating a first fitness between the\navailable\nuppermost outputting value and the set value by executing a fuzzy reasoning\nfrom a first\nmembership function which is set with respect to demanded\nelectric\npower and\nthe set\nvalue, and\na second fitness calculation unit for calculating a second fitness based on\nvariation in\nthe accelerator pedal opening,\nwherein the degree-of-start-demand calculation unit calculates the degree of\nstart\ndemand for the engine based on the first fitness and the second fitness.\n3. The controller of Claim 2,\nwherein the first membership function is corrected in accordance with the\ntemperature\nof a coolant of the engine.\n4. The controller of Claim 2 or 3,\nwherein the first membership function is corrected in accordance with energy\nwhich is\nconsumed by an auxiliary.\n39\n5. The controller according to any one of Claims 2 to 4,\nwherein the second fitness calculation unit calculates the second fitness by\nexecuting a\nfuzzy reasoning from the second membership function which is set with respect\nto the\nvariation in the accelerator pedal opening,\nthe controller further including\nan intention-to-accelerate determination unit for determining on a driver's\nintention to\naccelerate,\nwherein the second membership function is positively corrected when the\nintention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is high, whereas the second membership function is corrected\nnegatively when\nthe intention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is low.\n6. The controller according to any one of Claims 2 to 5,\nwherein the available uppermost outputting value and the set value are set\nbased on\nthe state-of-charge of the\nbattery\nor the temperature of the\nbattery\n.\n7. The controller according to any one of Claims 2 to 6,\nwherein the available uppermost outputting value and the set value are set\nbased on a\nsmaller value of values which are calculated based on the state-of-charge of\nthe\nbattery\nand\nthe temperature of the\nbattery\n.\n8. The controller according to any one of Claims 2 to 7,\nwherein the available uppermost outputting value (and the set value are set\nsmaller as\nthe state-of-charge of the\nbattery\nbecomes smaller.\n9. The controller according to any one of Claims 2 to 8,\nwherein the available uppermost outputting value and the set value are set\nsmaller as\nthe temperature of the\nbattery\nbecomes smaller.\n10. The controller according to any one of Claims 2 to 9,\nwherein the\nvehicle\ncan run in an engine drive mode in which drive wheels are\ndriven\nby power of the engine by engaging a clutch which is provided between the\nengine and the\nelectric\nmotor,\nwherein the controller further includes a clutch engaging/disengaging unit for\nengaging and disengaging the clutch, and\nwherein the clutch engaging/disengaging unit engages the clutch to change the\ndrive\nmodes from the series drive mode to the engine drive mode when a loss\ngenerated in the\nseries drive mode is larger than a loss generated in the engine drive mode.\n11. A controller for a hybrid\nvehicle\n,\nthe\nvehicle\nincluding\nan engine,\nan\nelectric\nmotor,\na generator for generating\nelectric\npower by power of the engine, and\na\nbattery\nfor storing\nelectric\npower generated by the\nelectric\nmotor or the\ngenerator and supplying the\nelectric\npower to the\nelectric\nmotor,\n41\nthe\nvehicle\nbeing able to run in\nan EV drive mode in which the\nelectric\nmotor is driven by\nelectric\npower of\nthe\nbattery\nonly and\na series drive mode in which the\nelectric\nmotor is driven by\nelectric\npower\ngenerated by the generator using power of the engine,\nthe controller including\na demanded driving force calculation unit for calculating a demanded driving\nforce for the\nelectric\nmotor based on\nvehicle\nspeed and accelerator pedal\nopening,\na demanded\nelectric\npower calculation unit for calculating a demanded\nelectric\npower based on the demanded driving force and a revolution speed of the\nelectric\nmotor,\nan available uppermost outputting value setting unit for setting an available\nuppermost outputting value for the\nbattery\nbased on the conditions (SOC +\ntemperature) of\nthe\nbattery\n, and\na degree-of-start-demand calculation unit for calculating a degree of start\ndemand\nfor the engine based on the conditions (SOC + temperature) of the\nbattery\n, the\ndemanded\nelectric\npower and the accelerator pedal opening,\nan engine starting determination unit for determining on the starting of the\nengine\nbased on the degree of start demand,\nwherein the engine starting determination unit starts the engine so that the\nvehicle\nruns\nin the series drive mode, when an integral value obtained by integrating the\ndegree of start\ndemand surpasses a predetermined value.\n12. The controller of Claim 11, further including\na set value setting unit for setting a set value based on the conditions (SOC\n+\ntemperature) of the\nbattery\n,\n42\na first fitness calculation unit for calculating a first fitness between the\navailable\nuppermost outputting value and the set value by executing a fuzzy reasoning\nfrom a first\nmembership function which is set with respect to demanded\nelectric\npower and\nthe set\nvalue, and\na second fitness calculation unit for calculating a second fitness based on\nvariation in\nthe accelerator pedal opening,\nwherein the degree-of-start-demand calculation unit calculates the degree of\nstart\ndemand for the engine based on the first fitness and the second fitness.\n13. The controller of Claim 12,\nwherein the first membership function is corrected in accordance with the\ntemperature\nof a coolant of the engine.\n14. The controller of Claim 12 or 13,\nwherein the first membership function is corrected in accordance with energy\nwhich is\nconsumed by an auxiliary.\n15. The controller of any one of Claims 12 to 14,\nwherein the second fitness calculation unit calculates the second fitness by\nexecuting a\nfuzzy reasoning from the second membership function which is set with respect\nto the\nvariation in the accelerator pedal opening,\nthe controller further including\nan intention-to-accelerate determination unit for determining on a driver's\nintention to\naccelerate,\nwherein the second membership function is positively corrected when the\n43\nintention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is high, whereas the second membership function is corrected\nnegatively when\nthe intention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is low.\n16. The controller of any one of Claims 12 to 15,\nwherein the available uppermost outputting value and the set value are set\nbased on\nthe state-of-charge of the\nbattery\nor the temperature of the\nbattery\n.\n17. The controller of any one of Claims 12 to 16,\nwherein the available uppermost outputting value and the set value are set\nbased on a\nsmaller value of values which are calculated based on the state-of-charge of\nthe\nbattery\nand\nthe temperature of the\nbattery\n.\n18. The controller of any one of Claims 12 to 17,\nwherein the available uppermost outputting value and the set value are set\nsmaller as\nthe state-of-charge of the\nbattery\nbecomes smaller.\n19. The controller of any one of Claims 12 to 18,\nwherein the available uppermost outputting value and the set value are set\nsmaller as\nthe temperature of the\nbattery\nbecomes smaller.\n20. The controller of any one of Claims 12 to 19,\nwherein the engine starting determination unit starts the engine so that the\nvehicle\nruns\nin the series drive mode, when the demanded\nelectric\npower exceeds the\navailable\n44\nuppermost outputting value.\n21. The controller of any one of Claims 12 to 20,\nwherein the\nvehicle\ncan run in an engine drive mode in which drive wheels are\ndriven\nby power of the engine by engaging a clutch which is provided between the\nengine and the\nelectric\nmotor,\nwherein the controller further includes a clutch engaging/disengaging unit for\nengaging and disengaging the clutch, and\nwherein the clutch engaging/disengaging unit engages the clutch to change the\ndrive\nmodes from the series drive mode to the engine drive mode when a loss\ngenerated in the\nseries drive mode is larger than a loss generated in the engine drive mode. | 2009-291014 | Japan | 2009-12-22 | L'invention concerne un dispositif de commande qui permet d'améliorer le rendement du carburant et la manuvrabilité d'un véhicule hybride pouvant fonctionner dans l'un des modes suivants: un mode EV, dans lequel un moteur (101) est entraîné uniquement au moyen de l'énergie électrique provenant d'un condensateur (113); ou un mode série dans lequel le moteur (101) est entraîné au moyen de l'énergie électrique produite par un générateur (107), à partir de l'énergie mécanique provenant d'un moteur à combustion interne. Le dispositif de commande décrit comprend: une unité de calcul de la puissance d'entraînement requise, qui utilise la vitesse du véhicule et la position de la pédale d'accélérateur pour calculer la puissance d'entraînement requise par le moteur (101); une unité de calcul de la puissance électrique requise qui utilise la puissance d'entraînement requise et le régime du moteur (101) pour calculer la puissance électrique requise par le moteur (101); une unité de réglage de la puissance de sortie maximum qui règle la puissance de sortie maximum du condensateur (113) sur la base de l'état dudit condensateur (113); et une unité déterminant le démarrage du moteur à combustion interne qui détermine, sur la base de la puissance électrique requise par le moteur (101), s'il faut démarrer ou non le moteur (109) à combustion interne. Si la puissance électrique requise par le moteur (101) dépasse la puissance de sortie maximum du condensateur, l'unité déterminant le démarrage du moteur à combustion interne fait démarrer le moteur (109) à combustion interne et passe en mode série. | True |
| 199 | Patent 2797912 Summary - Canadian Patents Database | CA 2797912 | NaN | BATTERYFORELECTRICVEHICLEAND METHOD OF CHANGINGBATTERIES | BATTERIE POUR VEHICULE ELECTRIQUE ET PROCEDE DE CHANGEMENT DE BATTERIE | NaN | GYENES, LASZLO | NaN | 2010-04-30 | CASSAN MACLEAN | English | GYENES INNOVATIONS LIMITED | 22\nCLAIMS\n1. A rechargeable\nbattery\nfor powering an\nelectric\nvehicle\n, the\nbattery\ncomprising at\nleast one removable and replaceable\nelectrically\nrechargeable cell, wherein\nthe cell\nis encapsulated within a capsule compatible with transport along a pipeline.\n2.\nBattery\naccording to claim 1, wherein the capsule is compatible with\npneumatic\ntransport along a pipeline.\n3.\nBattery\naccording to claim 1 or claim 2 further comprising a plurality of\nelectrically\nrechargeable cells encapsulated within the capsule, wherein the capsule is\nremovable and replaceable with respect to the\nbattery\n.\n4.\nBattery\naccording to claim 3 further comprising a plurality of\nelectrically\ninterconnected capsules each with a plurality of\nelectrically\nrechargeable\ncells in\nelectrical\ncontact encapsulated therein, wherein each capsule is compatible\nwith\ntransport along a pipeline.\n5.\nBattery\naccording to claim 4, wherein the plurality of capsules comprises\nfirst and\nsecond types of capsules, the first capsule type including an\nelectrical\nterminal\nconnector configured to cooperate with the\nelectrical\nterminal connector of\nanother\nfirst capsule type to provide a series connection and the second capsule type\nincluding an\nelectrical\nterminal connector configured to cooperate with the\nelectrical\nterminal connector of another second capsule type to provide a series\nconnection,\nwherein the\nelectrical\nterminal connectors of the first and second capsule\ntype are\nconfigured to connect the first and second capsules in parallel.\n6.\nBattery\naccording to any preceding claim, wherein the capsule comprises\nfirst and\nsecond concentric\nelectrical\nterminals at either end thereof.\n7. A capsule of\nelectrically\nrechargeable cells suitable for use within a\nbattery\naccording to any preceding claim, which capsule comprises a receptacle in\nwhich\nthe cell or cells are housed, an\nelectrical\nterminal at each end of the\ncapsule and at\nleast one circumferential collar for facilitating transport, in use, along a\npipeline.\n8. Capsule according to claim 6, wherein the at least one collar is configured\nto\ncooperate with a pipeline through which the capsule is transported, in use, to\nguide\nand/or substantially seal therewith.\n23\n9. Capsule according to claim 7 or claim 8, wherein the at least one\ncircumferential\ncollar comprises two circumferential collars.\n10. Capsule according to any one of claims 7 to 9 further comprising a pair of\nelectrical\nterminals at each end of the capsule.\n11. Capsule according to claim 10 further comprising a switching means for\nselectively\nswitching, in use, the contact between the pair of terminals at one end of the\ncapsule with those at the other end of the capsule.\n12. Capsule according to claim 11, wherein the switching means comprises one\nor\nmore solid state switches.\n13. An\nelectrically\npowered\nvehicle\ncomprising a rechargeable\nbattery\naccording to any\none of claims 1 to 6 or a capsule according to any one of claims 7 to 12.\n14.\nVehicle\naccording to claim 13, wherein the\nbattery\ncomprises an array of\ntubing\nwithin which capsules according to any one of claims 7 to 12 can be located.\n15.\nVehicle\naccording to claim 13 or claim 14 further comprising at least one\ndisplacement pipeline through which capsules can be transported to and from\nits\nrechargeable\nbattery\nor\nbatteries\n.\n16.\nVehicle\naccording to claim 15, wherein the displacement pipeline is\npneumatically\ncompatible.\n17. An\nelectric\nvehicle\nservice and/or charging station compatible for use\nwith an\nelectrically\npowered\nvehicle\naccording to any one of claims 13 to 16, in that\nit\ncomprises a charging receptacle within which capsules according to any one of\nclaims 7 to 12 can be temporarily stationed for recharging, and pipelines able\nto\ncouple with said\nelectric\nvehicle\nin a manner to receive and transport said\ncapsules.\n18. A repository of multiple capsules according to any one of claims 7 to 12,\nadapted for\nuse with an\nelectric\nvehicle\nservice and/or charging station according to\nclaim 17 in\nthat it comprises pipelines in communication with said service and/or charging\nstation and a stock of capsules.\n24\n19. A system of apparatus capable of pneumatically withdrawing from an\nelectric\nvehicle\nrechargeable\nbattery\none or more capsules according to any one of\nclaims 7\nto 12 and replacing with replacement charged or operational such capsules\nwhich\ncomprises a service and/or charging station according to claim 17 in pneumatic\ncommunication with a repository according to claim 18 and optionally in\ncombination\nwith an\nelectric\nvehicle\naccording to any one of claims 13 to 16.\n20. A method of charging or recharging at least one rechargeable\nbattery\nwithin an\nelectric\nvehicle\n, which comprises pneumatically removing from said\nbattery\nat\nleast\none discharged, partly discharged or faulty capsules according to any one of\nclaims\n7 to 12, and pneumatically replacing it with another like such capsules in a\ncharged\nand/or otherwise operational state.\n21. A method according to claim 19, which involves use of a service and/or\ncharging\nstation according to claim 17 optionally with use of a repository according to\nclaim\n18. | 0907389.1 | United Kingdom | 2009-04-30 | L'invention porte sur une batterie rechargeable destinée à alimenter un véhicule électrique, la batterie comportant au moins une pile électriquement rechargeable amovible et remplaçable, la pile étant encapsulée à l'intérieur d'une capsule compatible avec un transport le long d'un pipeline. | True |
| 200 | Patent 3133125 Summary - Canadian Patents Database | CA 3133125 | NaN | AIRPORTELECTRICVEHICLECHARGING SYSTEM | SYSTEME DE CHARGE DE VEHICULE ELECTRIQUE D'AEROPORT | NaN | NESTEL, STEVEN U. | NaN | 2020-04-30 | OYEN WIGGS GREEN & MUTALA LLP | English | JBT AEROTECH CORPORATION | CA 03133125 2021-09-09\nWO 2020/223432\nPCT/US2020/030611\nCLAIMS\nWe claim:\n1. An airport\nelectric\nvehicle\ncharging system comprising:\na current transducer\nelectrically\ncoupled with a power source;\na solid state converter\nelectrically\ncoupleable with an aircraft at or near an\nairport\ngate and configured to provide and maintain power, from the power source, to\nthe aircraft\nat a power level requested by the aircraft;\na controller;\na first feedback loop between the controller and the current transducer,\nwherein the\nfirst feedback loop provides a first feedback signal generated by the current\ntransducer to\nthe controller;\na second feedback loop between the controller and the solid state converter,\nwherein\nthe second feedback loop provides a second feedback signal generated by the\nsolid state\nconverter to the controller; and\na\nbattery\ncharger\nelectrically\ncoupled with the power source and configured to\ncharge one or more\nelectric\nvehicles\n, wherein the\nbattery\ncharger is\nconfigured to consume\npower from the power source in accordance with the first and second feedback\nsignals.\n2. The system of claim 1, wherein the controller is configured to determine\na\nmaximum available excess power value based on the first and second feedback\nsignals and\ngenerate a control signal indicative of the determined maximum available\nexcess power\nvalue.\n3. The system of claim 2, wherein the\nbattery\ncharger receives the control\nsignal and consumes power from the power source up to the maximum available\nexcess\npower value indicated in the control signal.\n4. The system of claim 1, wherein the current transducer is configured to\nmonitor an amount of power being consumed by the system and generate the first\nfeedback\nsignal indicative of the amount of power being consumed by the system.\n5. The system of claim 1, wherein the solid state converter is configured\nto\nmonitor an amount of power being consumed by the aircraft and generate the\nsecond\nfeedback signal indicative of the amount of power being consumed by the\naircraft.\n-18-\nCA 03133125 2021-09-09\nWO 2020/223432\nPCT/US2020/030611\n6. The system of claim 1, further comprising:\na direct current (DC)-DC\nbattery\ncharger configured to charge the one or more\nelectric\nvehicles\nat or near the airport gate; and\na batteiy bank comprising one or more\nbatteries\nelectrically\ncoupled between\nthe\nbattery\ncharger and the DC-DC\nbattery\ncharger, wherein the\nbattery\nbank is\nconfigured to\ndetermine charging requirements of the one or more\nbatteries\nand generate a\nthird feedback\nsignal indicative of the determined charging requirements of the one or more\nbatteries\n, and\nwherein the controller is configured to determine a maximum available excess\npower value\nbased on the first and second feedback signals and generate a control signal\nindicative of\nthe determined maximum available excess power value.\n7. The system of claim 6, wherein the\nbattery\ncharger receives the control\nsignal and the third feedback signal, wherein the\nbattery\ncharger consumes\npower from the\npower source based on the control signal and the third feedback signal, and\nwherein the\nbattery\nbank is charged by the power consumed from the power source by the\nbattery\ncharger.\n8. The system of claim 6, wherein the DC-DC\nbattery\ncharger is configured\nto\ncharge the one or more\nelectric\nvehicles\nindependently of an amount of power\navailable\nfrom the power source.\n9. The system of claim 1, further comprising:\na\nbattery\nbank comprising one or more\nbatteries\nelectrically\ncoupled with the\nbattery\ncharger, wherein the\nbattery\nbank is coupled with the\nbattery\ncharger through\na local\nbattery\ncharging line configured for receiving power from the\nbattery\ncharger through\na local\nbattery\ncharging line and local\nbattery\nsupply line configured for providing\npower to the\nbattery\ncharger.\n10. The system of claim 9, wherein receiving power from the\nbattery\ncharger\nand providing power to the\nbattery\ncharger is determined based on at least one\nof a\nbattery\nmonitor and identification device (BM1D) charge control signal generated by\nthe local\nbattery\nbank and a maximum available excess power signal generated by the\ncontroller.\n11. The system of claim 1, further including a power splitter and an\ninterface\nunit, wherein an input of the power splitter\nelectrically\ncouples with the\npower source, a\n-19-\nCA 03133125 2021-09-09\nWO 2020/223432\nPCT/US2020/030611\nfirst output of the power splitter\nelectrically\ncouples with the solid state\nconverter, and a\nsecond output of the power splitter\nelectrically\ncouples with the\nbattery\ncharger, and\nwherein the interface unit is configured for a user to interface with power\ndata associated\nwith one or more of the current transducer, solid state converter, or\nbattery\nbank.\n12. The system of claim 1, further comprising a central monitoring unit in\ncommunication with the controller, wherein the central monitoring unit\nreceives first power\nconsumption data associated with the system and second power consumption data\nassociated with a second system, different from the system, located at or near\na second gate\nof the airport.\n13. The system of claim 1, wherein an\nelectrical\nconnection between the\nsystem\nand the power source is located at the anport gate, an aiiport gate rotunda,\nan airport\nrotunda, or ariport building.\n14. The system of claim 1, wherein the solid state converter is configured\nto\nprovide aircraft-compatible power or 400 Hertz (Hz) power to the aircraft.\n15. An aiiport\nelectric\nvehicle\ncharging system comprising:\na solid state converter\nelectrically\ncoupleable with an aircraft at or near an\nairport\ngate and configured to provide and maintain power, from a power source, to the\naircraft at\na power level requested by the aircraft;\na load sharing controller\nelectrically\ncoupled between the power source and\nthe\nsolid state converter,\na\nbattery\ncharger\nelectrically\ncoupled with the load sharing controller;\na\nvehicle\ncharger configured to charge one or more\nelectric\nvehicles\nat or\nnear the\nairport gate; and\na\nbattery\nbank comprising one or more\nbatteries\nelectrically\ncoupled between\nthe\nbattery\ncharger and the\nvehicle\ncharger, wherein the solid state converter\nprovides a\nfeedback signal indicative of power consumption by the aircraft to the load\nsharing\ncontroller, wherein the load sharing controller is configured to detennine a\ncontrol signal\nindicative of a maximum excess available power level for the batteiy charger\nbased on at\nleast the feedback signal, and wherein the\nbattery\ncharger is configured to\nlimit power\nconsumption from the power source in accordance with the control signal.\n-20-\nCA 03133125 2021-09-09\nWO 2020/223432\nPCT/US2020/030611\n16. The system of claim 15, wherein the feedback signal comprises a second\nfeedback signal and wherein the load sharing controller includes a current\ntransducer, a\ncontroller, and a power splitter,\nwherein an input of the power splitter\nelectrically\ncouples with the power\nsource, a\nfirst output of the power splitter\nelectrically\ncouples with the solid state\nconverter, and a\nsecond output of the power splitter\nelectrically\ncouples with the\nbattery\ncharger, and\nwherein the current transducer monitors an amount of power being consumed by\nthc system and generates a first feedback signal indicative of the amount of\npower being\nconsumed by the system.\n17. The system of claim 16, wherein the controller is configured to\ndetermine\nthe control signal based on the first and second feedback signals.\n18. The system of claim 16, wherein the\nbattery\nbank is configured to\ndetermine\ncharging requirements of the one or more\nbatteries\nand generate a third\nfeedback signal\nindicative of the determined charging requirements of the one or more\nbatteries\n.\n19. The system of claim 18, wherein the\nbattery\ncharger receives the\ncontrol\nsignal and the third feedback signal, wherein the\nbattery\ncharger consumes\npower from the\npower source based on the control signal and the third feedback signal, and\nwherein the\nbattety bank is charged by the power consumed from the power source by the\nbattery\ncharger.\n20. The system of claim 15, further comprising a feedback line\nelectrically\ncoupled between the solid state converter and the load sharing controller, the\nfeedback line\nconfigured to provide the feedback signal from the solid state converter to\nthe load sharing\ncontroller.\n21. The system of claim 15, further comprising a central monitoring unit in\ncommunication with the load sharing controller, wherein the central monitoring\nunit\nreceives first power consumption data associated with the system and second\npower\nconsumption data associated with a second system, different from the system,\nlocated at or\nnear a second gate of the airport.\n-21-\nCA 03133125 2021-09-09\nWO 2020/223432\nPCT/US2020/030611\n22. The system of claim 15, wherein the\nvehicle\ncharger comprises a direct\ncurrent (DC)-DC\nvehicle\ncharger.\n23. An airport\nelectric\nvehicle\ncharging system comprising:\na current transducer directly\nelectrically\ncoupled with a power source;\na solid state converter\nelectrically\ncoupleable with an aircraft at or near an\nairport\ngate and configured to provide and maintain power, from the power source, to\nthe aircraft\nat a power level requested by the aircraft;\na controller outside of a direct\nelectrical\npath from the power source to the\ncurrent\ntransducer; and\na\nbattery\ncharger\nelectrically\ncoupled with the power source and configured to\ncharge one or more\nelectric\nvehicles\n.\n24. The system of claim 23, wherein the solid state converter is configured\nto\nconsume power from the power source based on:\na first feedback loop between the controller and the current transducer,\nwherein the\nfirst feedback loop provides a first feedback signal generated by the current\ntransducer to\nthe controller: and\na second feedback loop between the controller and the solid state converter,\nwherein\nthe second feedback loop provides a second feedback signal generated by the\nsolid state\nconverter to the controller.\n25. The system of claim 23, further comprising:\na\nbattery\nbank comprising one or more\nbatteries\nelectrically\ncoupled with the\nbattery\ncharger,\na local\nbattery\ncharging line coupling the\nbattery\nbank and the battety\ncharger, the\nlocal batteiy charging line being configured for receiving power from the\nbattery\ncharger;\nand\na local\nbattery\nsupply line coupling the\nbattery\nbank and the\nbattery\ncharger,\nthe\nlocal\nbattery\nsupply line being configured for providing power to the\nbattery\ncharger,\nwherein the battely bank is configured to receive power from and provide power\nto\nthe\nbattery\ncharger based on at least one of a\nbattery\nmonitor and\nidentification device\n(BMID) charge control signal generated by the local\nbattery\nbank and a maximum\navailable\nexcess powcr signal generated by the controller.\n-22- | 62/841,085 | United States of America | 2019-04-30 | Dans un mode de réalisation, l'invention concerne un système de charge de véhicule électrique d'aéroport qui comprend un transducteur de courant couplé électriquement à une source d'alimentation ; un convertisseur à semi-conducteur pouvant être couplé électriquement à un aéronef au niveau d'un poste d'aéroport, ou à proximité de celui-ci, et conçu pour fournir de l'énergie à l'aéronef et la maintenir ; et un dispositif de commande. Le système comprend en outre une première boucle de rétroaction entre le dispositif de commande et le transducteur de courant ; une seconde boucle de rétroaction entre le dispositif de commande et le convertisseur à semi-conducteur ; et un chargeur de batterie couplé électriquement à la source d'alimentation et conçu pour charger un ou plusieurs véhicules électriques. La première boucle de rétroaction fournit au dispositif de commande un premier signal de rétroaction généré par le transducteur de courant. La seconde boucle de rétroaction fournit au dispositif de commande un second signal de rétroaction généré par le convertisseur à semi-conducteur. Le chargeur de batterie est conçu pour consommer de l'énergie en provenance de la source d'alimentation en fonction des premier et second signaux de rétroaction. | True |
| 201 | Patent 3028594 Summary - Canadian Patents Database | CA 3028594 | NaN | ELECTRIFIED GARMENT AND METHOD FOR DISTRIBUTING POWER IN AN ELECTRIFIED GARMENT | VETEMENT ELECTRIFIE ET PROCEDE DE DISTRIBUTION D'ENERGIE DANS UN VETEMENT ELECTRIFIE | NaN | DEMERS, JEROME, LECOINTRE, ALEXANDRE | NaN | 2017-06-22 | BCF LLP | English | BOMBARDIER RECREATIONAL PRODUCTS INC. | 26\nWhat is claimed is:\n1. A garment, comprising:\na garment body;\na power management unit connected to the garment body;\nat least one\nbattery\noperatively connected to the power management unit;\nat least one\nelectrical\nelement operatively connected to the power management\nunit, the at\nleast one\nelectrical\nelement being connected to the at least one\nbattery\nvia\nthe power management\nunit; and\nat least one\nelectrical\nconnection operatively connected to the power\nmanagement unit for\nconnecting the power management unit to a power supply external to the\ngarment,\nthe power management unit being operable to select between a distribution of\npower\nfrom at least:\nthe at least one\nelectrical\nconnection to at least one of the at least one\nelectrical\nelement and the at least one\nbattery\n, and\nthe at least one\nbattery\nto the at least one\nelectrical\nelement.\n2. The garment of claim 1, wherein the power management unit is adapted to\nsupply power\nto the at least one\nelectrical\nelement from the at least one\nbattery\nwhen the\nat least one\nelectrical\nconnection is disconnected from the power supply external to the garment.\n3. The garment of claim 1, wherein the garment body is a jacket.\n4. The garment of claim 1, wherein the power management unit is disposed\nwithin the\ngarment.\n5. The garment of claim 1, wherein the garment body comprises a\nbattery\npocket, the at\nleast one\nbattery\nbeing disposed in the\nbattery\npocket.\n27\n6. The garment of claim 1, further comprising a control interface\noperatively connected to\nthe power management unit, the power management unit determining the\ndistribution of power\nbased at least in part on a signal from the control interface.\n7. The garment of claim 6, wherein the control interface provides a\nplurality of discrete\npower level settings for the at least one\nelectrical\nelement.\n8. The garment of claim 1, wherein the power supply external to the garment\nis provided in\na\nvehicle\n.\n9. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes at least one\nheating element.\n10. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor recharging a\nbattery\nof an electronic device.\n11. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to a helmet\nelectrical\nelement of a helmet.\n12. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to a secondary garment.\n13. The garment of claim 1, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to at least one of:\na pair of gloves having at least one gloves\nelectrical\nelement,\na pair of pants having at least one pants\nelectrical\nelement,\na helmet having at least one helmet\nelectrical\nelement, and\na pair of boots having at least one boots\nelectrical\nelement.\n14. The garment of claim 1, wherein the power management unit is configured\nto:\n28\ndetermine if power required by the at least one\nelectrical\nelement surpasses\npower\navailable from the at least one\nelectrical\nconnection alone; and\ndistribute power from both the at least one\nbattery\nand the at least one\nelectrical\nconnection to the at least one\nelectrical\nelement when power required by the\nat least one\nelectrical\nelement surpasses power available from the at least one\nelectrical\nconnection alone.\n15. The garment of claim 1, wherein the power management unit is further\noperable to select a\ndistribution of power from both the at least one\nelectrical\nconnection and the\nat least one\nbattery\n.\n16. A method for distributing power in a garment, the method comprising:\ndetermining, by a power management unit, if power is available from at least\none of a\nbattery\nand an\nelectrical\nconnection, the\nelectrical\nconnection being adapted\nfor providing power\nfrom a power supply external to the garment;\ndistributing power, by the power management unit, from the\nelectrical\nconnection to at\nleast one of the\nbattery\nand at least one\nelectrical\nelement, upon determining\nthat power is\navailable from the\nelectrical\nconnection; and\ndistributing power, by the power management unit, from the\nbattery\nto the at\nleast one\nelectrical\nelement, upon determining that power is available from the\nbattery\nand not available\nfrom the\nelectrical\nconnection.\n17. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if the\nbattery\nhas been fully\ncharged; and\ndistributing power, by the power management unit, from the\nelectrical\nconnection only to the at\nleast one\nelectrical\nelement when the\nbattery\nis fully charged.\n18. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if power is no longer available\nfrom the\nelectrical\nconnection; and\n29\ndistributing power, by the power management unit, from the\nbattery\nto the at\nleast one\nelectrical\nelement when power is no longer available from the\nelectrical\nconnection.\n19. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if power required by the at least\none\nelectrical\nelement surpasses power available from the\nelectrical\nconnection\nalone; and\ndistributing power, by the power management unit, from both the\nbattery\nand\nthe\nelectrical\nconnection to the at least one\nelectrical\nelement when power\nrequired by the at least\none\nelectrical\nelement surpasses power available from the\nelectrical\nconnection alone.\n20. The method of claim 16, wherein distributing power from the\nelectrical\nconnection to the\nat least one of the\nbattery\nand at least one\nelectrical\nelement comprises:\ndetermining, by the power management unit, if a charge of the\nbattery\nhas\nfallen below a\nthreshold; and\nstopping, by the power management unit, distribution of power from the\nbattery\nto the at\nleast one\nelectrical\nelement when the charge of the\nbattery\nhas fallen below\nthe threshold.\n21. The method of any one of claims 16 to 20, further comprising:\nreceiving, by the power management unit, at least one signal from a control\ninterface; and\ndistributing power, by the power management unit, based at least in part on\nthe at least\none signal.\n22. The method of claim 21, wherein the at least one signal indicates a\nrelative percentage of\npower to be distributed to each of the\nbattery\nand the at least one\nelectrical\nelement.\n23. A\nvehicle\nand garment system comprising:\na\nvehicle\nincluding:\na\nvehicle\nbody, and\na propulsion system connected to the\nvehicle\nbody; and\n30\na garment selectively connected to the\nvehicle\n, the garment including:\na garment body;\na power management unit connected to the garment body;\nat least one\nbattery\noperatively connected to the power management unit;\nat least one\nelectrical\nelement operatively connected to the power management\nunit, the at least one\nelectrical\nelement being connected to the at least one\nbattery\nvia the\npower management unit; and\nat least one\nelectrical\nconnection operatively connected to the power\nmanagement\nunit for connecting the power management unit to a power supply in the\nvehicle\n,\nthe power management unit being operable to select between a distribution of\npower from at least:\nthe at least one\nelectrical\nconnection to at least one of the at least one\nelectrical\nelement and the at least one\nbattery\n, and\nthe at least one\nbattery\nto the at least one\nelectrical\nelement.\n24. The system of claim 23, wherein the power management unit is adapted to\nsupply power\nto the at least one\nelectrical\nelement from the at least one\nbattery\nwhen the\nat least one\nelectrical\nconnection is disconnected from the power supply in the\nvehicle\n.\n25. The system of claim 23, wherein the garment body is a jacket.\n26. The system of claim 23, wherein the power management unit is disposed\nwithin the\ngarment.\n27. The system of claim 23, wherein the at least one\nelectrical\nelement\nincludes at least one\nheating element.\n28. The system of claim 23, wherein the at least one\nelectrical\nelement\nincludes a connector\nfor supplying power to a secondary garment.\n31\n29. The system of claim 23, wherein the power management unit is configured\nto:\ndetermine if power required by the at least one\nelectrical\nelement surpasses\npower\navailable from the\nelectrical\nconnection alone; and\ndistribute power from both the at least one\nbattery\nand the at least one\nelectrical\nconnection to the at least one\nelectrical\nelement when power required by the\nat least one\nelectrical\nelement surpasses power available from the\nelectrical\nconnection\nalone.\n30. The system of any one of claims 23 to 29, wherein:\nthe\nvehicle\nis a snowmobile;\nthe\nvehicle\nbody includes a frame; and\nthe propulsion system includes a motor operatively connected to the frame; and\nthe\nvehicle\nfurther comprises:\na straddle seat connected to the frame and configured to accommodate at least\na\ndriver of the snowmobile; and\nan endless track operatively connected to the motor. | 62/354,005 | United States of America | 2016-06-23 | L'invention concerne un vêtement pourvu de composants électriques. Le vêtement comprend un corps de vêtement, une unité de gestion d'énergie, au moins une batterie connectée de manière fonctionnelle à l'unité de gestion d'énergie, au moins un élément électrique connecté de manière fonctionnelle à l'unité de gestion d'énergie, l'élément électrique étant connecté à la ou aux batteries par l'intermédiaire de l'unité de gestion d'énergie, et une connexion électrique connectée de manière fonctionnelle à l'unité de gestion de puissance pour connecter l'unité de gestion de puissance à une alimentation externe au vêtement, l'unité de gestion de puissance pouvant être utilisée pour sélectionner une distribution de puissance à partir d'au moins la ou les connexions électriques vers au moins l'un du ou des éléments électriques et de la ou des batteries, et la ou les batteries vers l'élément électrique. L'invention porte également sur un véhicule et sur un système de vêtement et sur un procédé de distribution d'énergie dans un vêtement. | True |
| 202 | Patent 3076344 Summary - Canadian Patents Database | CA 3076344 | NaN | RECHARGEABLEBATTERYJUMP STARTING DEVICE WITHBATTERYDETECTION SYSTEM | DISPOSITIF DE DEMARRAGE DE SECOURS DE BATTERIE RECHARGEABLE DOTE D'UN SYSTEME DE DETECTION DE BATTERIE | NaN | NOOK, JONATHAN LEWIS, NOOK, WILLIAM KNIGHT, STANFIELD, JAMES RICHARD, UNDERHILL, DEREK MICHAEL | 2023-03-21 | 2018-09-20 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. A\nrechargeable\nbattery\njump starting device with\nvehicle\nor equipment\nbattery\ndetection system, the device comprising:\na first rechargeable\nbattery\nhaving a positive terminal and negative terminal;\na positive\nbattery\ncable connected to the positive terminal of the first\nrechargeable\nbattery\n;\na\nvehicle\nor equipment positive terminal\nbattery\nconnector connected to the\npositive\nbattery\ncable;\na back-charge diode array connecting the positive terminal of the first\nrechargeable\nbattery\nand the\nvehicle\nor equipment positive terminal\nbattery\nconnector;\na negative\nbattery\ncable connected to the negative terminal of the first\nrechargeable\nbattery\n;\na\nvehicle\nor equipment negative terminal\nbattery\nconnector connected to the\nnegative\nbattery\ncable;\na microcontroller unit having a jump starting device logic controlled by the\nmicrocontroller unit; and\na\nvehicle\nor equipment\nbattery\ndetection system associated with the\nrechargeable\nbattery\njump starting device for detecting a forward voltage drop\nacross\nthe back-charge diode array, the\nvehicle\nor equipment\nbattery\ndetection system\nincluding a detection circuit comprising an op amp subtractor or difference\namplifier\nand a comparator wherein an output of the op am subtractor or difference\namplifier is\nfed into the comparator,\nwherein, if a forward voltage drop is detected across the back-charge diode\narray, and if the forward voltage drop is above a certain threshold, then the\ncomparator is configured to put out a "high" signal, allowing the rechargeable\nbattery\njump starting device to continue normal operation; and\nwherein, if a forward voltage drop is detected across the back-charge diode\narray, and the forward voltage drop detected is below the certain threshold,\nthen the\n126\nDate Recue/Date Received 2022-01-21\ncomparator is configured to put out a "low" signal, the "low" signal\ninstructing the jump\nstarting device logic controlled by the microcontroller unit to open a smart\nswitch,\ndisconnecting the negative terminal of the first rechargeable\nbattery\nof the\nrechargeable\nbattery\njump starting device from the negative\nbattery\ncable,\nthus\nremoving internal\nbattery\nvoltage from being applied across the\nvehicle\nor\nequipment\npositive and negative terminal\nbattery\nconnectors and rendering the\nvehicle\nor\nequipment positive and negative terminal\nbattery\nconnectors inactive or dead.\n2. The device according to claim 1, wherein the\nvehicle\nor equipment\npositive\nterminal\nbattery\nconnector is a positive\nbattery\nclamp and the\nvehicle\nor\nequipment\nnegative terminal\nbattery\nconnector is a negative\nbattery\nclamp.\n3. The device according to claim 1, wherein the smart switch is configured\nto\nselectively connect the negative terminal of the first rechargeable\nbattery\nand the\nvehicle\nor equipment negative terminal\nbattery\nconnector.\n4. The device according to claim 3, wherein, if the forward voltage drop is\nabove\nthe certain threshold, then the smart switch is configured to connect the\nnegative\nterminal of the first rechargeable\nbattery\nto the\nvehicle\nor equipment\nnegative terminal\nbattery\nconnector.\n5. The device according to claim 1, wherein the back-charge diode array is\nelectrically\nconnected to the positive\nbattery\ncable.\n6. The device according to claim 1, wherein the smart switch is\nelectrically\nconnected to the negative\nbattery\ncable.\n7. The device according to claim 1, wherein a highly conductive frame\nconnects\nthe first rechargeable\nbattery\nto the back-charge diode array.\n127\nDate Recue/Date Received 2022-01-21\n8. The device according to claim 7, wherein the highly conductive frame\nsupports\nthe back-charge diode array.\n9. The device according to claim 2, wherein a highly conductive frame\nconnects\nthe first rechargeable\nbattery\nto the smart switch.\n10. The device according to claim 9, wherein the highly conductive frame\nconnects\nthe first rechargeable\nbattery\nto the back-charge diode array.\n11. The device according to claim 1, further comprising:\na second rechargeable\nbattery\n; and\nan\nelectrical\ncontrol switch\nelectrically\nconnected to the first rechargeable\nbattery\nand the second rechargeable\nbattery\n, the\nelectrical\ncontrol switch\nhaving a\nparallel switch position for connecting the first rechargeable\nbattery\nand the\nsecond\nrechargeable\nbattery\nin parallel, the\nelectrical\ncontrol switch having a\nseries switch\nposition for connecting the first rechargeable\nbattery\nand the second\nrechargeable\nbattery\nin series.\n12. The device according to claim 11, further comprising a highly\nconductive frame\nconnecting the first rechargeable\nbattery\n, the second rechargeable\nbattery\n,\nand the\nelectrical\ncontrol switch, the highly conductive frame being configured to\nselectively\nconnect one or both of the positive terminals of the first rechargeable\nbattery\nand\nsecond rechargeable\nbattery\nto the back-charge diode array, and selectively\nconnecting one or both of the negative terminals of the first rechargeable\nbattery\nand\nthe second rechargeable\nbattery\nto the smart switch.\n128\nDate Recue/Date Received 2022-01-21 | PCT/US2018/034902 | United States of America | 2018-05-29 | L'invention concerne un dispositif de démarrage de secours de batterie rechargeable comprenant un système de détection de batterie d'équipement ou de véhicule. Le système de détection de batterie de véhicule ou d'équipement est configuré pour détecter la connexion du dispositif de démarrage de secours de batterie rechargeable à la batterie du véhicule ou de l'équipement devant faire l'objet du démarrage de secours. | True |
| 203 | Patent 3076344 Summary - Canadian Patents Database | CA 3076344 | NaN | RECHARGEABLEBATTERYJUMP STARTING DEVICE WITHBATTERYDETECTION SYSTEM | DISPOSITIF DE DEMARRAGE DE SECOURS DE BATTERIE RECHARGEABLE DOTE D'UN SYSTEME DE DETECTION DE BATTERIE | NaN | NOOK, JONATHAN LEWIS, NOOK, WILLIAM KNIGHT, STANFIELD, JAMES RICHARD, UNDERHILL, DEREK MICHAEL | 2023-03-21 | 2018-09-20 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. A\nrechargeable\nbattery\njump starting device with\nvehicle\nor equipment\nbattery\ndetection system, the device comprising:\na first rechargeable\nbattery\nhaving a positive terminal and negative terminal;\na positive\nbattery\ncable connected to the positive terminal of the first\nrechargeable\nbattery\n;\na\nvehicle\nor equipment positive terminal\nbattery\nconnector connected to the\npositive\nbattery\ncable;\na back-charge diode array connecting the positive terminal of the first\nrechargeable\nbattery\nand the\nvehicle\nor equipment positive terminal\nbattery\nconnector;\na negative\nbattery\ncable connected to the negative terminal of the first\nrechargeable\nbattery\n;\na\nvehicle\nor equipment negative terminal\nbattery\nconnector connected to the\nnegative\nbattery\ncable;\na microcontroller unit having a jump starting device logic controlled by the\nmicrocontroller unit; and\na\nvehicle\nor equipment\nbattery\ndetection system associated with the\nrechargeable\nbattery\njump starting device for detecting a forward voltage drop\nacross\nthe back-charge diode array, the\nvehicle\nor equipment\nbattery\ndetection system\nincluding a detection circuit comprising an op amp subtractor or difference\namplifier\nand a comparator wherein an output of the op am subtractor or difference\namplifier is\nfed into the comparator,\nwherein, if a forward voltage drop is detected across the back-charge diode\narray, and if the forward voltage drop is above a certain threshold, then the\ncomparator is configured to put out a "high" signal, allowing the rechargeable\nbattery\njump starting device to continue normal operation; and\nwherein, if a forward voltage drop is detected across the back-charge diode\narray, and the forward voltage drop detected is below the certain threshold,\nthen the\n126\nDate Recue/Date Received 2022-01-21\ncomparator is configured to put out a "low" signal, the "low" signal\ninstructing the jump\nstarting device logic controlled by the microcontroller unit to open a smart\nswitch,\ndisconnecting the negative terminal of the first rechargeable\nbattery\nof the\nrechargeable\nbattery\njump starting device from the negative\nbattery\ncable,\nthus\nremoving internal\nbattery\nvoltage from being applied across the\nvehicle\nor\nequipment\npositive and negative terminal\nbattery\nconnectors and rendering the\nvehicle\nor\nequipment positive and negative terminal\nbattery\nconnectors inactive or dead.\n2. The device according to claim 1, wherein the\nvehicle\nor equipment\npositive\nterminal\nbattery\nconnector is a positive\nbattery\nclamp and the\nvehicle\nor\nequipment\nnegative terminal\nbattery\nconnector is a negative\nbattery\nclamp.\n3. The device according to claim 1, wherein the smart switch is configured\nto\nselectively connect the negative terminal of the first rechargeable\nbattery\nand the\nvehicle\nor equipment negative terminal\nbattery\nconnector.\n4. The device according to claim 3, wherein, if the forward voltage drop is\nabove\nthe certain threshold, then the smart switch is configured to connect the\nnegative\nterminal of the first rechargeable\nbattery\nto the\nvehicle\nor equipment\nnegative terminal\nbattery\nconnector.\n5. The device according to claim 1, wherein the back-charge diode array is\nelectrically\nconnected to the positive\nbattery\ncable.\n6. The device according to claim 1, wherein the smart switch is\nelectrically\nconnected to the negative\nbattery\ncable.\n7. The device according to claim 1, wherein a highly conductive frame\nconnects\nthe first rechargeable\nbattery\nto the back-charge diode array.\n127\nDate Recue/Date Received 2022-01-21\n8. The device according to claim 7, wherein the highly conductive frame\nsupports\nthe back-charge diode array.\n9. The device according to claim 2, wherein a highly conductive frame\nconnects\nthe first rechargeable\nbattery\nto the smart switch.\n10. The device according to claim 9, wherein the highly conductive frame\nconnects\nthe first rechargeable\nbattery\nto the back-charge diode array.\n11. The device according to claim 1, further comprising:\na second rechargeable\nbattery\n; and\nan\nelectrical\ncontrol switch\nelectrically\nconnected to the first rechargeable\nbattery\nand the second rechargeable\nbattery\n, the\nelectrical\ncontrol switch\nhaving a\nparallel switch position for connecting the first rechargeable\nbattery\nand the\nsecond\nrechargeable\nbattery\nin parallel, the\nelectrical\ncontrol switch having a\nseries switch\nposition for connecting the first rechargeable\nbattery\nand the second\nrechargeable\nbattery\nin series.\n12. The device according to claim 11, further comprising a highly\nconductive frame\nconnecting the first rechargeable\nbattery\n, the second rechargeable\nbattery\n,\nand the\nelectrical\ncontrol switch, the highly conductive frame being configured to\nselectively\nconnect one or both of the positive terminals of the first rechargeable\nbattery\nand\nsecond rechargeable\nbattery\nto the back-charge diode array, and selectively\nconnecting one or both of the negative terminals of the first rechargeable\nbattery\nand\nthe second rechargeable\nbattery\nto the smart switch.\n128\nDate Recue/Date Received 2022-01-21 | PCT/US2018/034902 | United States of America | 2018-05-29 | L'invention concerne un dispositif de démarrage de secours de batterie rechargeable comprenant un système de détection de batterie d'équipement ou de véhicule. Le système de détection de batterie de véhicule ou d'équipement est configuré pour détecter la connexion du dispositif de démarrage de secours de batterie rechargeable à la batterie du véhicule ou de l'équipement devant faire l'objet du démarrage de secours. | True |
| 204 | Patent 2852527 Summary - Canadian Patents Database | CA 2852527 | NaN | DYNAMIC, PREDICTIVE MANAGEMENT PROCESS FOR RECHARGINGBATTERIESELECTRICALLY | PROCEDE DE GESTION DYNAMIQUE ET PREVISIONNEL DU RECHARGEMENT ELECTRIQUE DE BATTERIES | NaN | TOGGENBURGER, PASCAL | 2017-06-27 | 2014-05-15 | BCF LLP | French | PARKNPLUG | 21\nREVENDICATIONS\n1. Procédé de rechargement électrique de\nbatteries\n,\ndans lequel plusieurs véhicules appartenant chacun à un\nutilisateur, sont pourvus d'au moins une\nbatterie\nrechargeable, ledit procédé comprenant des étapes de :\n- relier électriquement chaque\nbatterie\n, au moyen\nd'un câble d'alimentation, à un unique\npoint\nd'alimentation en vue du rechargement de chaque\nbatterie\n, ledit unique point d'alimentation incluant des\nmoyens d'identification et des moyens de traitement\nreliés à des moyens d'enregistrement de données ;\n- identifier, au moment du rechargement de chaque\nbatterie\n, chaque utilisateur ou chaque véhicule auprès\ndesdits moyens d'identification au niveau dudit unique\npoint d'alimentation ;\n- récupérer desdits moyens d'enregistrement de\ndonnées au moins un enregistrement de données relatives\nà un rechargement antérieur de chaque\nbatterie\nsous la\nforme d'une durée de charge s'étendant depuis un instant\nde début d'alimentation jusqu'à un instant de fin\nd'alimentation;\n- à partir du traitement desdites données\nenregistrées, déterminer par lesdits moyens de traitement\nune durée prévisionnelle de rechargement de chaque\nbatterie\nà partir d'un instant prévisionnel de début\nd'alimentation jusqu'à un instant prévisionnel de fin\nd'alimentation;\n- déterminer par lesdits moyens de traitement un\nplanning de rechargement desdits véhicules en\nordonnançant les durées prévisionnelles de rechargement\ndéterminées pour chaque\nbatterie\n, lesdites durées se\nsuccédant et se recouvrant au moins partiellement dans le\n22\ntemps, en appliquant chaque durée prévisionnelle au\nrechargement de chaque véhicule, à partir de son instant\nprévisionnel de début d'alimentation qui devient alors son\ninstant réel de début d'alimentation, jusqu'à son instant\nprévisionnel de fin d'alimentation; et\n- recharger chaque\nbatterie\nà partir de son instant\nréel de début d'alimentation jusqu'à son instant\nprévisionnel de fin d'alimentation.\n2. Procédé de rechargement selon la revendication 1,\ndans lequel l'ordonnancement dudit planning est réalisé\npar calcul des puissances électriques nécessaires au\nrechargement de chaque\nbatterie\nsur sa durée\nprévisionnelle de rechargement, de sorte qu'a tout\nmoment, le cumul desdites puissance n'excède pas la\npuissance nominale dudit point d'alimentation.\n3. Procédé de rechargement selon l'une quelconque\ndes revendications 1 ou 2, comprenant, lors du\nrechargement d'une\nbatterie\n, une étape de définir l'instant\nde fin d'alimentation après un laps de temps prédéfini\nsuivant l'arrêt de consommation d'électricité par ladite\nbatterie\n.\n4. Procédé de rechargement selon l'une quelconque\ndes revendications I à 3, dans lequel l'identification\ndudit utilisateur consiste en son authentification et à\nrelier ses informations personnelles audit enregistrement\nde données.\n5. Procédé de rechargement selon l'une quelconque\ndes revendications 1 à 4, dans lequel chaque utilisateur et\nchaque véhicule sont identifiés auprès des moyens\nd'identification. | 13 54390 | France | 2013-05-16 | La présente concerne un procédé de gestion dynamique et prévisionnel du rechargement électrique de batteries. Plusieurs véhicules appartenant chacun à un utilisateur sont pourvus d'au moins une batterie rechargeable. Chaque utilisateur et/ou chaque véhicule est identifié au niveau d'un point d'alimentation. La batterie de chaque véhicule est connectée électriquement audit point d'alimentation. On récupère un enregistrement de données relatives à une durée antérieure de charge pour chaque batterie. On traite lesdites données pour déterminer une durée prévisionnelle de rechargement de chaque batterie selon des instants prévisionnels de début et de fin d'alimentation. On planifie le rechargement en ordonnançant les durées prévisionnelles de rechargement déterminées pour chaque batterie, lesdites durées se succédant et se recouvrant au moins partiellement dans le temps, en appliquant chaque durée prévisionnelle au rechargement de chaque véhicule, à partir de son instant prévisionnel de début d'alimentation jusqu'à son instant prévisionnel de fin d'alimentation. | True |
| 205 | Patent 2785019 Summary - Canadian Patents Database | CA 2785019 | NaN | CONTROLLER FOR HYBRIDVEHICLE | DISPOSITIF DE COMMANDE POUR VEHICULE HYBRIDE | NaN | TAMAGAWA, YUTAKA | 2015-01-13 | 2010-12-21 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | Claims\n1. A controller for a hybrid\nvehicle\n,\nthe\nvehicle\nincluding\nan engine,\nan\nelectric\nmotor,\na generator for generating\nelectric\npower by power of the engine, and\na\nbattery\nfor storing\nelectric\npower generated by the\nelectric\nmotor or the\ngenerator and supplying the\nelectric\npower to the\nelectric\nmotor,\nthe\nvehicle\nbeing able to run in\nan EV drive mode in which the\nelectric\nmotor is driven by\nelectric\npower of\nthe\nbattery\nonly and\na series drive mode in which the\nelectric\nmotor is driven by\nelectric\npower\ngenerated by the generator using power of the engine,\nthe controller including\na demanded driving force calculation unit for calculating a demanded driving\nforce for the\nelectric\nmotor based on\nvehicle\nspeed and accelerator pedal\nopening,\na demanded\nelectric\npower calculation unit for calculating a demanded\nelectric\npower based on the demanded driving force and a revolution speed of the\nelectric\nmotor,\nan available uppermost outputting value setting unit for setting an available\nuppermost outputting value for the\nbattery\nbased on the conditions of the\nbattery\n, and\na degree-of-start-demand calculation unit for calculating a degree of start\ndemand\nfor the engine based on the conditions of the\nbattery\n, the demanded\nelectric\npower and the\naccelerator pedal opening,\nan engine starting determination unit for determining on the starting of the\nengine\n38\nbased on the demanded\nelectric\npower or the degree of start demand,\nwherein the engine starting determination unit starts the engine so that the\nvehicle\nruns\nin the series drive mode, when the demanded\nelectric\npower exceeds the\navailable\nuppermost outputting value, or when an integral value obtained by integrating\nthe degree\nof start demand surpasses a predetermined value.\n2. The controller of Claim 1, further including\na set value setting unit for setting a set value based on the conditions of\nthe\nbattery\n,\na first fitness calculation unit for calculating a first fitness between the\navailable\nuppermost outputting value and the set value by executing a fuzzy reasoning\nfrom a first\nmembership function which is set with respect to demanded\nelectric\npower and\nthe set\nvalue, and\na second fitness calculation unit for calculating a second fitness based on\nvariation in\nthe accelerator pedal opening,\nwherein the degree-of-start-demand calculation unit calculates the degree of\nstart\ndemand for the engine based on the first fitness and the second fitness.\n3. The controller of Claim 2,\nwherein the first membership function is corrected in accordance with the\ntemperature\nof a coolant of the engine.\n4. The controller of Claim 2 or 3,\nwherein the first membership function is corrected in accordance with energy\nwhich is\nconsumed by an auxiliary.\n39\n5. The controller according to any one of Claims 2 to 4,\nwherein the second fitness calculation unit calculates the second fitness by\nexecuting a\nfuzzy reasoning from the second membership function which is set with respect\nto the\nvariation in the accelerator pedal opening,\nthe controller further including\nan intention-to-accelerate determination unit for determining on a driver's\nintention to\naccelerate,\nwherein the second membership function is positively corrected when the\nintention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is high, whereas the second membership function is corrected\nnegatively when\nthe intention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is low.\n6. The controller according to any one of Claims 2 to 5,\nwherein the available uppermost outputting value and the set value are set\nbased on\nthe state-of-charge of the\nbattery\nor the temperature of the\nbattery\n.\n7. The controller according to any one of Claims 2 to 6,\nwherein the available uppermost outputting value and the set value are set\nbased on a\nsmaller value of values which are calculated based on the state-of-charge of\nthe\nbattery\nand\nthe temperature of the\nbattery\n.\n8. The controller according to any one of Claims 2 to 7,\nwherein the available uppermost outputting value (and the set value are set\nsmaller as\nthe state-of-charge of the\nbattery\nbecomes smaller.\n9. The controller according to any one of Claims 2 to 8,\nwherein the available uppermost outputting value and the set value are set\nsmaller as\nthe temperature of the\nbattery\nbecomes smaller.\n10. The controller according to any one of Claims 2 to 9,\nwherein the\nvehicle\ncan run in an engine drive mode in which drive wheels are\ndriven\nby power of the engine by engaging a clutch which is provided between the\nengine and the\nelectric\nmotor,\nwherein the controller further includes a clutch engaging/disengaging unit for\nengaging and disengaging the clutch, and\nwherein the clutch engaging/disengaging unit engages the clutch to change the\ndrive\nmodes from the series drive mode to the engine drive mode when a loss\ngenerated in the\nseries drive mode is larger than a loss generated in the engine drive mode.\n11. A controller for a hybrid\nvehicle\n,\nthe\nvehicle\nincluding\nan engine,\nan\nelectric\nmotor,\na generator for generating\nelectric\npower by power of the engine, and\na\nbattery\nfor storing\nelectric\npower generated by the\nelectric\nmotor or the\ngenerator and supplying the\nelectric\npower to the\nelectric\nmotor,\n41\nthe\nvehicle\nbeing able to run in\nan EV drive mode in which the\nelectric\nmotor is driven by\nelectric\npower of\nthe\nbattery\nonly and\na series drive mode in which the\nelectric\nmotor is driven by\nelectric\npower\ngenerated by the generator using power of the engine,\nthe controller including\na demanded driving force calculation unit for calculating a demanded driving\nforce for the\nelectric\nmotor based on\nvehicle\nspeed and accelerator pedal\nopening,\na demanded\nelectric\npower calculation unit for calculating a demanded\nelectric\npower based on the demanded driving force and a revolution speed of the\nelectric\nmotor,\nan available uppermost outputting value setting unit for setting an available\nuppermost outputting value for the\nbattery\nbased on the conditions (SOC +\ntemperature) of\nthe\nbattery\n, and\na degree-of-start-demand calculation unit for calculating a degree of start\ndemand\nfor the engine based on the conditions (SOC + temperature) of the\nbattery\n, the\ndemanded\nelectric\npower and the accelerator pedal opening,\nan engine starting determination unit for determining on the starting of the\nengine\nbased on the degree of start demand,\nwherein the engine starting determination unit starts the engine so that the\nvehicle\nruns\nin the series drive mode, when an integral value obtained by integrating the\ndegree of start\ndemand surpasses a predetermined value.\n12. The controller of Claim 11, further including\na set value setting unit for setting a set value based on the conditions (SOC\n+\ntemperature) of the\nbattery\n,\n42\na first fitness calculation unit for calculating a first fitness between the\navailable\nuppermost outputting value and the set value by executing a fuzzy reasoning\nfrom a first\nmembership function which is set with respect to demanded\nelectric\npower and\nthe set\nvalue, and\na second fitness calculation unit for calculating a second fitness based on\nvariation in\nthe accelerator pedal opening,\nwherein the degree-of-start-demand calculation unit calculates the degree of\nstart\ndemand for the engine based on the first fitness and the second fitness.\n13. The controller of Claim 12,\nwherein the first membership function is corrected in accordance with the\ntemperature\nof a coolant of the engine.\n14. The controller of Claim 12 or 13,\nwherein the first membership function is corrected in accordance with energy\nwhich is\nconsumed by an auxiliary.\n15. The controller of any one of Claims 12 to 14,\nwherein the second fitness calculation unit calculates the second fitness by\nexecuting a\nfuzzy reasoning from the second membership function which is set with respect\nto the\nvariation in the accelerator pedal opening,\nthe controller further including\nan intention-to-accelerate determination unit for determining on a driver's\nintention to\naccelerate,\nwherein the second membership function is positively corrected when the\n43\nintention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is high, whereas the second membership function is corrected\nnegatively when\nthe intention-to-accelerate determination unit determines that the driver's\nintention to\naccelerate is low.\n16. The controller of any one of Claims 12 to 15,\nwherein the available uppermost outputting value and the set value are set\nbased on\nthe state-of-charge of the\nbattery\nor the temperature of the\nbattery\n.\n17. The controller of any one of Claims 12 to 16,\nwherein the available uppermost outputting value and the set value are set\nbased on a\nsmaller value of values which are calculated based on the state-of-charge of\nthe\nbattery\nand\nthe temperature of the\nbattery\n.\n18. The controller of any one of Claims 12 to 17,\nwherein the available uppermost outputting value and the set value are set\nsmaller as\nthe state-of-charge of the\nbattery\nbecomes smaller.\n19. The controller of any one of Claims 12 to 18,\nwherein the available uppermost outputting value and the set value are set\nsmaller as\nthe temperature of the\nbattery\nbecomes smaller.\n20. The controller of any one of Claims 12 to 19,\nwherein the engine starting determination unit starts the engine so that the\nvehicle\nruns\nin the series drive mode, when the demanded\nelectric\npower exceeds the\navailable\n44\nuppermost outputting value.\n21. The controller of any one of Claims 12 to 20,\nwherein the\nvehicle\ncan run in an engine drive mode in which drive wheels are\ndriven\nby power of the engine by engaging a clutch which is provided between the\nengine and the\nelectric\nmotor,\nwherein the controller further includes a clutch engaging/disengaging unit for\nengaging and disengaging the clutch, and\nwherein the clutch engaging/disengaging unit engages the clutch to change the\ndrive\nmodes from the series drive mode to the engine drive mode when a loss\ngenerated in the\nseries drive mode is larger than a loss generated in the engine drive mode. | 2009-291014 | Japan | 2009-12-22 | L'invention concerne un dispositif de commande qui permet d'améliorer le rendement du carburant et la manuvrabilité d'un véhicule hybride pouvant fonctionner dans l'un des modes suivants: un mode EV, dans lequel un moteur (101) est entraîné uniquement au moyen de l'énergie électrique provenant d'un condensateur (113); ou un mode série dans lequel le moteur (101) est entraîné au moyen de l'énergie électrique produite par un générateur (107), à partir de l'énergie mécanique provenant d'un moteur à combustion interne. Le dispositif de commande décrit comprend: une unité de calcul de la puissance d'entraînement requise, qui utilise la vitesse du véhicule et la position de la pédale d'accélérateur pour calculer la puissance d'entraînement requise par le moteur (101); une unité de calcul de la puissance électrique requise qui utilise la puissance d'entraînement requise et le régime du moteur (101) pour calculer la puissance électrique requise par le moteur (101); une unité de réglage de la puissance de sortie maximum qui règle la puissance de sortie maximum du condensateur (113) sur la base de l'état dudit condensateur (113); et une unité déterminant le démarrage du moteur à combustion interne qui détermine, sur la base de la puissance électrique requise par le moteur (101), s'il faut démarrer ou non le moteur (109) à combustion interne. Si la puissance électrique requise par le moteur (101) dépasse la puissance de sortie maximum du condensateur, l'unité déterminant le démarrage du moteur à combustion interne fait démarrer le moteur (109) à combustion interne et passe en mode série. | True |
| 206 | Patent 2688026 Summary - Canadian Patents Database | CA 2688026 | NaN | RECHARGEABLEBATTERYASSEMBLY AND POWER SYSTEM USING SAME | ENSEMBLE DE BATTERIES RECHARGEABLES ET SYSTEME D'ALIMENTATION UTILISANT CELUI-CI | NaN | CHANG, CHUN-CHIEH | 2013-07-30 | 2008-05-19 | SMART & BIGGAR LP | English | CHANG, CHUN-CHIEH | CLAIMS:\n1. A rechargeable\nbattery\nassembly, comprising\na rechargeable\nbattery\nhaving a positive terminal and a negative terminal, and\nmeans for self-discharging the rechargeable\nbattery\nwhen a voltage across said\nterminals is greater or equal to a preset value, said means for self-\ndischarging being\nelectrically\nconnected in parallel with the\nbattery\nterminals,\nwherein said means for self-discharging comprises\na resistance element and a switching element connected in series,\na voltage detecting element for detecting an assembly voltage, and\na switching element controller for closing the switching element when the\nassembly voltage is greater or equal to the preset value and opening the\nswitching element\nwhen the assembly voltage is less than the preset value by a selected amount.\n2. A rechargeable\nbattery\nparallel set assembly, comprising\na plurality of rechargeable\nbatteries\n, each having a positive terminal and a\nnegative terminal\nelectrically\nconnected in parallel to form a parallel\nbattery\nset, and\nmeans for self-discharging the parallel\nbattery\nset, said means being\nelectrically\nconnected in parallel with said parallel\nbattery\nset, to self-discharge said\nparallel\nbattery\nset\nwhen a voltage across the parallel\nbattery\nset is greater or equal to a preset\nvalue,\nwherein said means for self-discharging comprises\na resistance element and a switching element connected in series,\na voltage detecting element for detecting an assembly voltage, and\n17\na switching element controller for closing the switching element when the\nassembly voltage is greater or equal to the preset value and opening the\nswitching element\nwhen the assembly voltage is less than the preset value by a selected amount.\n3. A rechargeable\nbattery\nseries set assembly, comprising\na plurality of rechargeable\nbatteries\n, each having a positive terminal and a\nnegative terminal\nelectrically\nconnected in series to form a series\nbattery\nset, and\nmeans for self-discharging the series\nbattery\nset, said means being\nelectrically\nconnected in parallel with said series\nbattery\nset, to self-discharge said\nseries\nbattery\nset when\na voltage across the series\nbattery\nset is greater or equal to a preset value,\nwherein said means for self-discharging comprises\na resistance element and a switching element connected in series,\na voltage detecting element for detecting an assembly voltage, and\na switching element controller for closing the switching element when the\nassembly voltage is greater or equal to the preset value and opening the\nswitching element\nwhen the assembly voltage is less than the preset value by a selected amount.\n4. A rechargeable\nbattery\nparallel-series set assembly, comprising\na plurality of rechargeable\nbatteries\n, each having a positive terminal and a\nnegative terminal\nelectrically\nconnected in parallel to form a parallel\nbattery\nset,\na plurality of said parallel\nbattery\nsets\nelectrically\nconnected in series to\nform a\nbattery\nparallel-series set, and\nmeans for self-discharging the\nbattery\nparallel-series set, said means being\nelectrically\nconnected in parallel with said parallel-series\nbattery\nset, to\nself-discharge said\nparallel-series\nbattery\nset when a voltage across the parallel-series\nbattery\nset is greater or\nequal to a preset value,\n18\nwherein said means for self-discharging comprises\na resistance element and a switching element connected in series,\na voltage detecting element for detecting an assembly voltage, and\na switching element controller for closing the switching element when the\nassembly voltage is greater or equal to the preset value and opening the\nswitching element\nwhen the assembly voltage is less than the preset value by a selected amount.\n5. A rechargeable\nbattery\nseries-parallel set assembly, comprising\na plurality of rechargeable\nbatteries\n, each having a positive terminal and a\nnegative terminal\nelectrically\nconnected in series to form a series\nbattery\nset,\na plurality of said series\nbattery\nsets\nelectrically\nconnected in parallel to\nform a\nbattery\nseries-parallel set, and\nmeans for self-discharging the\nbattery\nseries-parallel set, said means being\nelectrically\nconnected in parallel with said\nbattery\nseries-parallel set, to\nself-discharge said\nbattery\nseries-parallel set when a voltage across the series-parallel\nbattery\nset is greater or\nequal to a preset value,\nwherein said means for self-discharging comprises\na resistance element and a switching element connected in series,\na voltage detecting element for detecting an assembly voltage, and\na switching element controller for closing the switching element when the\nassembly voltage is greater or equal to the preset value and opening the\nswitching element\nwhen the assembly voltage is less than the preset value by a selected amount.\n19\n6. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid\nresistance element, said switching element and said switching element\ncontroller are disposed\non a printed circuit board.\n7. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid\nswitching element and said switching element controller are disposed on a\nprinted circuit\nboard.\n8. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid switching element is selected from a group consisting of a manual switch,\na solenoid controlled contactor, and a transistor.\n9. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid resistance element is selected from a group consisting of a resistor, a\nlight\nbulb and an LED.\n10. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid resistance element, said switching element and said switching element\ncontroller are a transistor or a plurality of transistors.\n1 1. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5,\nwherein\nsaid resistance element, said switching element and said switching element\ncontroller are a combination of transistors and resistors.\n12. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid resistance element, said switching element and said switching element\ncontroller are an LED or a plurality of LEDs.\n13. The a rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\n20\nsaid resistance element, said switching element and said switching element\ncontroller are a combination of LEDs and resistors.\n14. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid resistance element, said switching element and said switching element\ncontroller are integrated on a semiconductor chip.\n15. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid switching element and said switching element controller are integrated on\na semiconductor chip.\n16. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4, or 5, wherein\nsaid resistance element is controllable to vary its resistance value and the\nresistance value is controlled by a resistance control element in relation to\nvoltage detected by\nsaid voltage detecting element.\n17. The rechargeable\nbattery\nassembly of Claim 1, wherein\nsaid means for self-discharging is integrated on a semiconductor chip, and\nsaid semiconductor chip is disposed on a rechargeable\nbattery\n.\n18. The rechargeable\nbattery\nassembly of Claim 1, 2, 3, 4 or 5, wherein\nsaid means for self-discharging is integrated on a semiconductor chip,\neach said rechargeable\nbattery\nis enclosed in a case and\nsaid semiconductor chip is disposed within a case.\n19. A rechargeable\nbattery\npack, comprising\n21\na plurality of said assembly of Claim 1, 2, 3, 4 or 5\nelectrically\nconnected\nin\nseries, parallel or a combination of series and parallel.\n20. A rechargeable\nbattery\npack assembly, comprising\nthe rechargeable\nbattery\npack of Claim 19, and\nfurther means for self-discharging the rechargeable\nbattery\npack when a\nvoltage across said\nbattery\npack is greater or equal to a preset value, said\nfurther means for\nself-discharging being\nelectrically\nconnected in parallel with the\nbattery\npack.\n21. A rechargeable\nbattery\npack assembly, comprising\na plurality of rechargeable\nbatteries\nelectrically\nconnected in series,\nparallel or\na combination of series and parallel, and\nmeans for self-discharging the rechargeable\nbattery\npack when a voltage across\nsaid\nbattery\npack is greater or equal to a preset value, said means for self-\ndischarging being\nelectrically\nconnected in parallel with the\nbattery\npack,\nwherein said means for self-discharging comprises\na resistance element and a switching element connected in series,\na voltage detecting element for detecting an assembly voltage, and\na switching element controller for closing the switching element when the\nassembly voltage is greater or equal to the preset value and opening the\nswitching element\nwhen the assembly voltage is less than the preset value by a selected amount.\n22. An\nelectric\npower supply system, comprising\na plurality of said assembly of Claim 1, 2, 3, 4 or 5\nelectrically\nconnected\nin\nseries, parallel or a combination of series and parallel system circuit for\ncharging the plurality\nof said rechargeable\nbatteries\n,\n22\na\nbattery\ncharger in the system circuit for charging the plurality of\nrechargeable\nbatteries\n,\na system circuit breaking element in the system circuit, and\na system controller for detecting the voltage across each said assembly in the\nsystem circuit in series form, for opening the system circuit breaking element\nwhen a detected\nvoltage is greater or equal to a selected high voltage and for opening the\nsystem circuit\nbreaking element when a detected voltage is less than or equal to a selected\nlow voltage.\n23. An\nelectric\npower supply system, comprising\na plurality of said\nbattery\npack of Claim 19\nelectrically\nconnected in series,\nparallel or a combination of series and parallel in a system circuit for\ncharging,\na\nbattery\ncharger in the circuit,\na system circuit breaking element in the circuit, and\na system controller for detecting the voltage across each said assembly in the\nsystem circuit in series form, for opening the system circuit breaking element\nwhen a detected\nvoltage is greater or equal to a selected high voltage and for opening the\nsystem circuit\nbreaking element when a detected voltage is less than or equal to a selected\nlow voltage.\n24. An\nelectric\npower supply system, comprising\na plurality of said\nbattery\npack assembly of Claim 20,\nelectrically\nconnected\nin\nseries, parallel or a combination of series and parallel in a system circuit\nfor charging,\na\nbattery\ncharger in the circuit,\na system circuit breaking element in the circuit, and\na system controller for detecting the voltage across each said assembly in the\nsystem circuit in series form, for opening the system circuit breaking element\nwhen a detected\n23\nvoltage is greater or equal to a selected high voltage and for opening the\nsystem circuit\nbreaking element when a detected voltage is less than or equal to a selected\nlow voltage.\n25. An\nelectric\npower supply system, comprising\na plurality of said\nbattery\npack assembly of Claim 21,\nelectrically\nconnected\nin\nseries, parallel or a combination of series and parallel in a system circuit\nfor charging,\na\nbattery\ncharger in the circuit,\na system circuit breaking element in the circuit, and\na system controller for detecting the voltage across each said assembly in the\nsystem circuit in series form, for opening the system circuit breaking element\nwhen a detected\nvoltage is greater or equal to a selected high voltage and for opening the\nsystem circuit\nbreaking element when a detected voltage is less than or equal to a selected\nlow voltage.\n26. The\nelectric\npower supply system of Claim 22, wherein the system\ncircuit\nbreaking element is an electromagnetic switch requiring no energy consumption\nwhen in the\nclosed condition, and said electromagnetic switch is opened by a signal from\nthe system\ncontroller.\n27. The\nelectric\npower supply system of Claim 23, wherein the system\ncircuit\nbreaking element is an electromagnetic switch requiring no energy consumption\nwhen in the\nclosed condition, and said electromagnetic switch is opened by a signal from\nthe system\ncontroller.\n28. The\nelectric\npower supply system of Claim 24, wherein the system\ncircuit\nbreaking element is an electromagnetic switch requiring no energy consumption\nwhen in the\nclosed condition, and said electromagnetic switch is opened by a signal from\nthe system\ncontroller.\n29. The\nelectric\npower supply system of Claim 25, wherein the system\ncircuit\nbreaking element is an electromagnetic switch requiring no energy consumption\nwhen in the\n24\nclosed condition, and said electromagnetic switch is opened by a signal from\nthe system\ncontroller.\n30. A method for charging the rechargeable\nbatteries\nof a plurality of the\nassembly\nof Claim 1, 2, 3, 4 or 5\nelectrically\nconnected in a series, parallel or a\ncombination of series\nand parallel circuit, comprising\nproviding a\nbattery\ncharger in the circuit for charging the rechargeable\nbatteries\nat a selected constant voltage, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n31. A method for charging the rechargeable\nbatteries\nof a plurality of the\nassembly\nof Claim 1, 2, 3, 4 or 5\nelectrically\nconnected in a series, parallel or a\ncombination of series\nand parallel circuit, comprising\nproviding a\nbattery\ncharger in the circuit for charging the plurality of\nrechargeable\nbatteries\nat a selected constant current, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n32. A method for charging the rechargeable\nbatteries\nof a plurality of the\nassembly\nof Claim 1, 2, 3, 4 or 5\nelectrically\nconnected in a series, parallel or a\ncombination of series\nand parallel circuit, comprising\nproviding a\nbattery\ncharger in the circuit for charging the plurality of\nrechargeable\nbatteries\nat a selected constant current followed by a constant\nvoltage, and\n25\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n33. A method for charging the rechargeable\nbatteries\nof the power supply\nsystem\nof Claim 23, comprising\nproviding the\nbattery\ncharger in the circuit for charging the rechargeable\nbatteries\nat a selected constant voltage, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n34. A method for charging the rechargeable\nbatteries\nof the power supply\nsystem\nof Claim 23, comprising\nproviding the\nbattery\ncharger in the circuit for charging the plurality of\nrechargeable\nbatteries\nat a selected constant current, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n35. A method for charging the rechargeable\nbatteries\nof the power supply\nsystem\nof Claim 23, comprising\nproviding the\nbattery\ncharger in the circuit for charging the plurality of\nrechargeable\nbatteries\nat a selected constant current followed by a constant\nvoltage, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n26\n36. A method for charging the rechargeable\nbatteries\nof the power supply\nsystem\nof Claim 24, comprising\nproviding the\nbattery\ncharger in the circuit for charging the rechargeable\nbatteries\nat a selected constant voltage, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n37. A method for charging the rechargeable\nbatteries\nof the power supply\nsystem\nof Claim 24, comprising\nproviding the\nbattery\ncharger in the circuit for charging the plurality of\nrechargeable\nbatteries\nat a selected constant current, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n38. A method for charging the rechargeable\nbatteries\nof the power supply\nsystem\nof Claim 24, comprising\nproviding the\nbattery\ncharger in the circuit for charging the plurality of\nrechargeable\nbatteries\nat a selected constant current followed by a constant\nvoltage, and\ncharging the rechargeable\nbatteries\nfor a time period greater than a time\nrequired for a current in the circuit to be less than or equal to a current\npassing through the\nresistance element of any one of the plurality of the assembly.\n27 | 11/805,786 | United States of America | 2007-05-24 | L'invention concerne une batterie rechargeable, un ensemble de batteries ou un bloc-batterie, ayant un circuit ou une pluralité de circuits destinés à fournir une autodécharge de ceux-ci et reliés électriquement en parallèle, qui sont utilisés pour former des ensembles de batteries rechargeables et des systèmes d'alimentation électrique destinés à être utilisés dans des véhicules électriques et hybrides et autre. | True |
| 207 | Patent 2822468 Summary - Canadian Patents Database | CA 2822468 | NaN | ELECTRODE ANDELECTRICALSTORAGE DEVICE FOR LEAD-ACID SYSTEM | ELECTRODE ET DISPOSITIF DE STOCKAGE ELECTRIQUE POUR SYSTEME PLOMB-ACIDE | NaN | FURUKAWA, JUN, MONMA, DAISUKE, LAM, LAN TRIEU, LOUEY, ROSALIE, HAIGH, NIGEL PETER | NaN | 2011-12-21 | AIRD & MCBURNEY LP | English | THE FURUKAWA BATTERY CO., LTD., COMMONWEALTH SCIENTIFIC AND INDUSTRIAL RESEARCH ORGANISATION | - 37 -\nClaims\n1. An electrode comprising active\nbattery\nmaterial for a lead-acid storage\nbattery\n,\nwherein the surface of the electrode is provided with a coating layer\ncomprising a\ncarbon mixture containing composite carbon particles, wherein each of the\ncomposite\ncarbon particles comprises a particle of a first capacitor carbon material\ncoated with\nparticles of a second\nelectrically\nconductive carbon material, and wherein the\nsurface\ncoverage on the particles of the first capacitor carbon material by the second\nelectrically\nconductive carbon material is at least 20%\n2. The electrode according to claim 1, wherein the surface coverage on the\nparticles of the first capacitor carbon material by the second\nelectrically\nconductive\ncarbon material is at least 50%\n3. The electrode according to claim 1 or claim 2, wherein a particle size\nof the\nsecond\nelectrically\nconductive carbon material is one-fifth or less of that of\nthe first\ncapacitor carbon material\n4 The electrode according to claim 3, wherein the particle size of the\nsecond\nelectrically\nconductive carbon material is one-tenth or less of that of the\nfirst capacitor\ncarbon material.\n5. The electrode according to any of claims 1 to 4, wherein the ratio by\nweight %\nof the first capacitor carbon material to the second\nelectrically\nconductive\ncarbon\nmaterial is between 15:1 to 10:8.\n6 The electrode according to any one of claims 1 to 5, wherein the first\ncapacitor\ncarbon material is a high specific surface area carbonaceous material that has\na\nspecific surface area of at least 500 m2/g measured by adsorption using BET\nisotherm.\n7. The electrode according to claim 6, wherein the specific surface area is\nat least\n1000 m2/g.\n8. The electrode according to any one of claims 1 to 7, wherein the first\ncapacitor\ncarbon material'is selected from activated carbon.\n9. The electrode according to any one of claims 1 to 8, wherein the second\nelectrically\nconductive carbon material is a high\nelectrically\nconductive\ncarbonaceous\nmaterial that has a conductivity of at least 0.6 Scm-1 at 500 KPa measured at\n20°C\n- 38 -\n10. The electrode according to any one of claims 1 to 9, wherein the second\nelectrically\nconductive carbon material is selected from at least one of\ncarbon black,\ngraphite, glassy carbon, and a nanocarbon fibre,\n11. The electrode according to any one of claims 1 to 10, wherein the\ncarbon\nmixture comprises a third\nelectrically\nconductive carbon material.\n12 The electrode according to claim 11, wherein the third\nelectrically\nconductive\ncarbon material is selected from at least one of carbon black, graphite,\nglassy carbon,\nand a nanocarbon fibre.\n13. The electrode according to claim 12, wherein the nanocarbon fibre is\nselected\nfrom at least one of a carbon nanowire, a carbon nanotube, and a carbon\nwhisker.\n14 The electrode according to any one of claims 1 to 13, wherein the\ncoating layer\nof the carbon mixture comprises 4 to 100 parts by weight of the second\nelectrically\nconductive carbon material relative to 100 parts by weight of the first\ncapacitor carbon\nmaterial.\n15. The electrode according to claim 14, wherein the coating layer of the\ncarbon\nmixture further comprises 50 parts by weight or less of the third\nelectrically\nconductive\ncarbon material relative to 100 parts by weight of the first capacitor carbon\nmaterial.\n16. The electrode according to any one of claims 1 to 15, wherein the\ncoating layer\nof the carbon mixture further comprises 2 to 30 parts by weight of a binder\nrelative to\n100 parts by weight of the first capacitor carbon material.\n17. The electrode according to any one of claims 1 to 13, wherein the\ncoating layer\nof the carbon mixture comprises 4 to 100 parts by weight of the second\nelectrically\nconductive carbon material relative to 100 parts by weight of the first\ncapacitor carbon\nmaterial, 50 parts by weight or less of the third\nelectrically\nconductive\ncarbon material,\n2 to 30 parts by weight of a binder, 20 parts by weight or less of a\nthickener, and 20\nparts by weight or less of a short fiber relative to 100 parts by weight of\nthe first\ncapacitor carbon material\n18. The electrode according to any one of claims 1 to 17, wherein an amount\nof the\ncarbon mixture for the coating layer of the electrode is 1 to 15% by weight\nrelative to a\nweight of the active\nbattery\nmaterial on the electrode.\n- 39 -\n19. The electrode according to any one of claims 1 to 18, wherein the\nelectrode is a\nnegative electrode comprising negative active\nbattery\nmaterial for a lead-acid\nstorage\nbattery\n.\n20. The electrode according to any one of claims 1 to 18, wherein the\nelectrode is a\npositive electrode comprising positive active\nbattery\nmaterial for a lead-acid\nstorage\nbattery\n.\n21. The electrode according to any one of claims 1 to 20, wherein the\ncarbon\nmixture containing composite carbon particles is produced by at least one of\ngrinding,\ngranulating and unifying, the particles of the first capacitor carbon material\nwith the\nparticles of the second\nelectrically\nconductive carbon material.\n22. The electrode according to claim 21, wherein the grinding is bead or\nball\nmilling.\n23. An\nelectrical\nstorage device for a lead acid based system comprising\nthe electrode\naccording to any one of claims 1 to 22.\n24. The\nelectrical\nstorage device of claim 23, wherein the device is a lead-\nacid\nstorage\nbattery\n.\n25. An\nelectrical\nstorage device comprising at least one lead dioxide based\npositive\nelectrode and at least one sponge lead based negative electrode in a sulphuric\nacid\nelectrolyte solution, wherein the negative electrode comprises:\na current collector;\na first layer deposited on the current collector, the first layer comprising\nactive\nbattery\nmaterial of sponge lead;\na second layer in contact with at least a portion of the first layer, the\nsecond\nlayer comprising composite carbon particles, wherein each of the composite\ncarbon\nparticles comprises a particle of a first capacitor carbon material coated\nwith particles\nof a second\nelectrically\nconductive carbon material, and wherein the surface\ncoverage\non the particles of the first capacitor carbon material by the second\nelectrically\nconductive carbon material is at least 20%. | 2010-284040 | Japan | 2010-12-21 | L'invention concerne de manière générale des électrodes pour utilisation dans des systèmes de batteries plomb-acide, des batteries et des dispositifs de stockage électriques associés, ainsi que des procédés de production d'électrodes, de batteries et de dispositifs de stockage électriques. Plus particulièrement, les électrodes comprennent un matériau actif de batterie pour une batterie de stockage plomb-acide, la surface de l'électrode étant recouverte d'une couche comprenant un mélange de carbone contenant des particules de carbone composites, et chacune des particules de carbone composites comprenant une particule d'un premier matériau au carbone pour condensateur combinée à des particules d'un second matériau au carbone conducteur d'électricité. Les dispositifs de stockage électriques et les batteries comprenant les électrodes sont par exemple particulièrement adaptées pour une utilisation dans des véhicules électriques hybrides qui nécessitent une opération de charge/décharge répétée rapide dans le PSOC, des véhicules à systèmes d'arrêt au ralenti, et des applications industrielles comme l'électricité éolienne et l'électricité photovoltaïque. | True |
| 208 | Patent 2343056 Summary - Canadian Patents Database | CA 2343056 | NaN | HYBRIDVEHICLES | VEHICULES HYBRIDES | NaN | SEVERINSKY, ALEX J., LOUCKES, THEODORE | 2007-01-09 | 1999-09-10 | CASSAN MACLEAN IP AGENCY INC. | English | PAICE LLC | WHAT IS CLAIMED IS:\n1. A hybrid\nvehicle\ncomprising\nan internal combustion engine for providing torque up to a maximum\ntorque output (MTO),\na coupling device for selectively coupling said engine to or from wheels\nof said\nvehicle\n,\na first\nelectrical\nmotor being operable as a generator and being coupled\nto said combustion engine,\na second\nelectrical\nmotor coupled to wheels of said\nvehicle\n,\na\nbattery\nbank for accepting\nelectrical\nenergy from said first\nelectrical\nmotor and providing\nelectrical\nenergy to said second\nelectrical\nmotor,\ninverter/charger units operatively connected between said\nelectrical\nmotors and said\nbattery\nbank and\na controller for controlling the operation of said combustion engine said\ncoupling device, said first and second\nelectrical\nmotors, said\ninverter/charger units\nand the flow of\nelectrical\nenergy between said\nelectrical\nmotors and said\nbattery\nbank depending on operational parameters of the\nvehicle\nand the actuating\nstatus\nof at least one actuating member for determining the speed of the\nvehicle\n,\nwherein said controller is designed to activate said engine for propelling\nthe\nvehicle\nin case the torque needed to propel the\nvehicle\nis above a\nsetpoint (SP)\nset as a predetermined percentage of a maximum torque output (MTO) of said\nengine, or for recharging the\nbattery\nbank with said engine being decoupled\nfrom\nsaid wheels and driving said first motor with a torque at least equal to said\nsetpoint\n(SP).\n2. A hybrid\nvehicle\naccording to claim 1, wherein said first\nelectrical\nmotor\nand said second\nelectrical\nmotor are operable as generators for generating\nelectrical\nenergy and as drive motors for providing mechanical torque.\n3. A hybrid\nvehicle\naccording to claim 1 or 2, wherein said controller is\ndesigned so as to control the operation of the hybrid\nvehicle\naccording to any\nof\n73\nclaims 1 to 17.\n4. A hybrid\nvehicle\naccording to any of claims 1 to 3, wherein said controller\nis designed so as to control the operation of the hybrid\nvehicle\nin response\nto\nmonitoring the instantaneous torque requirements of the\nvehicle\n.\n5. A hybrid\nvehicle\naccording to any of claims 1 to 4, wherein said\ncombustion engine and said first\nelectrical\nmotor are controllably coupled to\na first\nset of said wheels of said\nvehicle\nand said second\nelectrical\nmotor is coupled\nto a\nsecond set of said wheels of said\nvehicle\n.\n6. A hybrid\nvehicle\naccording to any of claims 1 to 4, wherein said\ncombustion engine and said first\nelectrical\nmotor are controllably coupled and\nsaid\nsecond\nelectrical\nmotor is coupled to a first set of wheels and a further\nelectrical\nmotor is coupled to a second set of wheels of said\nvehicle\n.\n7. A hybrid\nvehicle\naccording to any of claims 1 to 6, wherein a shaft of said\nfirst motor and a shaft of said second motor are connected to a shaft coupled\nto\nwheels of said\nvehicle\nvia a planetary gear set.\n8. A hybrid\nvehicle\naccording to any of claims 1 to 7, wherein the maximum\ntorque output (MTO) of said combustion engine is not greater than the total\ncombined torque available from said first and second\nelectrical\nmotors.\n9. A hybrid\nvehicle\naccording to any of claims 1 to 8. wherein the design of\nsaid first\nelectrical\nmotor is such that said\nelectrical\nmotor, when used as a\nstarter\nfor said combustion engine, starts said engine running with a speed allowing\nto\nprovide the engine during start with a mixture including no more than 1.2\ntimes the\nstoichiometric amount of fuel.\n10. A hybrid\nvehicle\naccording to any of claims 1 to 9, including a catalytic\nconverter in an exhaust system of said combustion engine and a heating device\nfor\n74\nheating said catalytic converter, which heating device is operable before the\ncombustion engine is started.\n11. A hybrid\nvehicle\naccording to any of claims 1 to 10, wherein said\ncontroller\nis adapted to control the transitions between said different operating modes\ndepending on the charging status of the\nbattery\nsuch that energy supplied by\nthe\nbattery\nis increased when the charging status of the\nbattery\nis low.\n12. A hybrid\nvehicle\naccording to any of claims 1 to 11, wherein said\ncombustion engine is sized such that it provides sufficient torque to drive\nsaid\nvehicle\nat medium to high speed up a moderate grade, said first\nelectrical\nmotor is\nsized such that it provides an engine load during\nbattery\ncharging equal to\napproximately 30% of the engine's maximum torque output (MTO), and said\nsecond\nelectrical\nmotor is sized such that it provides adequate torque at zero\nspeed\nto overcome a maximum grade specified from rest and that its torque versus\nspeed\nprofile allows convenient city driving.\n13. A hybrid\nvehicle\naccording to any of claims 1 to 12, wherein the\nbattery\nbank circuits operate at no more than 30 to 50 A continuous current, whereby\nthe\nresistance heating losses are low. | 60/100,095 | United States of America | 1998-09-14 | Ce véhicule hybride comporte un moteur à combustion interne couplé de façon maîtrisable par un embrayage aux roues porteuses du véhicule, un moteur de traction couplé à ces roues porteuses, un moteur de démarrage couplé au moteur, ces deux moteurs fonctionnant comme générateurs, un groupe de batteries fournissant l'énergie électrique à ces moteurs et acceptant l'énergie en provenance de ces mêmes moteurs ainsi qu'un microprocesseur commandant ces éléments. Ce véhicule hybride fonctionne selon différents modes et ce, selon les besoins du moment du véhicule en matière de couple, l'état de charge du groupe de batteries et d'autres paramètres d'exploitation. Le microprocesseur sélectionne le mode de fonctionnement d'après une stratégie de commande, ce qui se permet d'économiser davantage de carburant et se solde par une réduction des émissions. Ce moteur peut être équipé d'un turbocompresseur, se mettant en marche en réaction à un signal de commande, aux fins d'un fonctionnement prolongé avec une forte charge. | True |
| 209 | Patent 2569129 Summary - Canadian Patents Database | CA 2569129 | NaN | ELECTRICPOWER SUPPLY SYSTEM FORVEHICLE | SYSTEME D'ALIMENTATION ELECTRIQUE POUR VEHICULE | NaN | YAMAMOTO, TAKAO, OUCHI, KATSUHIRO, YASHIRO, TOMOHIKO | 2009-06-23 | 2006-11-28 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | -16-\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An\nelectric\npower supply system for a\nvehicle\n, comprising:\na generator driven by an engine to generate\nelectric\npower;\na\nbattery\ncharged by the\nelectric\npower generated by said generator;\na control unit for controlling said engine by\nelectric\npower supplied\nfrom said\nbattery\n; and\na relay disposed between said\nbattery\nand said generator and\noperative to make disconnection or connection between said generator and said\nbattery\naccording to an instruction from said control unit, thereby inhibiting\ncharging or canceling the inhibition of charging,\nwherein said relay is included in a circuit that can be detachably\nattached to said control unit, and said control unit is configured so that a\nconnection circuit for connection of a connection terminal to the circuit that\nincludes the relay can be detachably attached in place of the circuit that\nincludes\nthe relay; and\nwherein the circuit that includes the relay and said connection circuit\nare each configured as a sub harness that can be detachably attached to said\ncontrol unit.\n2. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 1,\nwherein the relay includes two relays disposed in parallel to constitute a\ncharging inhibition relay.\n3. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 1,\nwherein the relay includes two relays disposed in parallel to constitute a\ncharging inhibition relay.\n4. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 1,\nwherein the circuit that includes the relay is connected to the control unit\nwhen\nthe\nvehicle\nincludes a recoil starter, and the connection circuit is connected\nto the\ncontrol unit when the\nvehicle\ndoes not include a recoil starter.\n5. An\nelectric\npower supply system for a\nvehicle\n, comprising:\na generator driven by an engine to generate\nelectric\npower;\na\nbattery\ncharged by the\nelectric\npower generated by said generator;\n-17-\na charging circuit for charging said\nbattery\nwith the\nelectric\npower\ngenerated by said generator;\na drive\nelectric\npower supply circuit for supplying an engine drive\nsystem load with the\nelectric\npower generated by said generator; and\na switch having a recoil start position as a changeover position,\nwherein said switch includes a contact configuration to disconnect\nsaid charging circuit and connect said drive\nelectric\npower supply circuit\nwhen\nsaid switch is changed over to said recoil start position.\n6. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 5,\nwherein said switch is an ignition switch further having an ignition-ON\nposition\nand an ignition-OFF position as changeover positions.\n7. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 5,\nwherein the switch includes a switch case having fixed contacts and a movable\ninsulating block therein, the fixed contacts being disposed on a fixed\ninsulating\nblock.\n8. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 7,\nwherein the fixed contacts include a DC contact, a pair of first power source\ncontacts, a pair of second power source contacts, and a pair of ignition\ncontacts.\n9. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 8\nwherein the DC contact is connected to a lamp/display system load, the pair of\nfirst power source contacts are connected to an output side of a regulator,\nthe\npair of second power source contacts are connected to the\nbattery\n, and the\npair\nof ignition contacts are connected to the engine drive system.\n10. An\nelectric\npower supply system for a\nvehicle\n, comprising:\na control unit for controlling an engine of the\nvehicle\nby\nelectric\npower\nsupplied from a\nbattery\nof the\nvehicle\n; and\na relay disposable between the\nbattery\nand the generator and\noperative to make disconnection or connection between the generator and the\nbattery\naccording to an instruction from said control unit, thereby inhibiting\ncharging or canceling the inhibition of charging,\nwherein said relay is included in a circuit that can be detachably\nattached to said control unit, and said control unit is configured so that a\nconnection circuit for connection of a connection terminal to the circuit that\n-18-\nincludes the relay can be detachably attached in place of the circuit that\nincludes\nthe relay.\n11. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 10,\nwherein the circuit that includes the relay and said connection circuit are\neach\nconfigured as a sub harness that can be detachably attached to said control\nunit.\n12. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 10\nor 11, wherein the relay includes two relays disposed in parallel to\nconstitute a\ncharging inhibition relay.\n13. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 10,\nwherein the circuit that includes the relay is connected to the control unit\nwhen\nthe\nvehicle\nincludes a recoil starter, and the connection circuit is connected\nto the\ncontrol unit when the\nvehicle\ndoes not include a recoil starter.\n14. The\nelectric\npower supply system for a\nvehicle\nas set forth in claim 11,\nwherein the circuit that includes the relay is connected to the control unit\nwhen\nthe\nvehicle\nincludes a recoil starter, and the connection circuit is connected\nto the\ncontrol unit when the\nvehicle\ndoes not include a recoil starter. | 2005-377401 | Japan | 2005-12-28 | Pour permettre de commuter facilement une configuration de circuit selon qu'un lanceur à rappel est présent ou absent. Une batterie chargée par un générateur entraîné par un moteur, un circuit de charge pour charger la batterie par le générateur et un circuit de commande d'alimentation électrique pour alimenter le système d'entraînement moteur, charge le 8 avec l'énergie électrique générée par le générateur, sont prévus. Dans un système muni d'un lanceur à rappel, une configuration de contact est adoptée dans laquelle, lorsqu'un contacteur d'allumage est commuté à une position de début de recul, le circuit de charge est déconnecté et le circuit d'alimentation électrique d'entraînement est connecté. La déconnexion du circuit de charge peut être réalisée par l'utilisation d'un relais d'inhibition de charge. Le relais d'inhibition de charge est réalisé sous la forme d'un sous-faisceau et, dans un système n'utilisant pas le lanceur de recul, le sous-faisceau est remplacé par un sous-faisceau dans lequel le relais d'inhibition de charge n'est pas monté. | True |
| 210 | Patent 2822468 Summary - Canadian Patents Database | CA 2822468 | NaN | ELECTRODE ANDELECTRICALSTORAGE DEVICE FOR LEAD-ACID SYSTEM | ELECTRODE ET DISPOSITIF DE STOCKAGE ELECTRIQUE POUR SYSTEME PLOMB-ACIDE | NaN | FURUKAWA, JUN, MONMA, DAISUKE, LAM, LAN TRIEU, LOUEY, ROSALIE, HAIGH, NIGEL PETER | NaN | 2011-12-21 | AIRD & MCBURNEY LP | English | THE FURUKAWA BATTERY CO., LTD., COMMONWEALTH SCIENTIFIC AND INDUSTRIAL RESEARCH ORGANISATION | - 37 -\nClaims\n1. An electrode comprising active\nbattery\nmaterial for a lead-acid storage\nbattery\n,\nwherein the surface of the electrode is provided with a coating layer\ncomprising a\ncarbon mixture containing composite carbon particles, wherein each of the\ncomposite\ncarbon particles comprises a particle of a first capacitor carbon material\ncoated with\nparticles of a second\nelectrically\nconductive carbon material, and wherein the\nsurface\ncoverage on the particles of the first capacitor carbon material by the second\nelectrically\nconductive carbon material is at least 20%\n2. The electrode according to claim 1, wherein the surface coverage on the\nparticles of the first capacitor carbon material by the second\nelectrically\nconductive\ncarbon material is at least 50%\n3. The electrode according to claim 1 or claim 2, wherein a particle size\nof the\nsecond\nelectrically\nconductive carbon material is one-fifth or less of that of\nthe first\ncapacitor carbon material\n4 The electrode according to claim 3, wherein the particle size of the\nsecond\nelectrically\nconductive carbon material is one-tenth or less of that of the\nfirst capacitor\ncarbon material.\n5. The electrode according to any of claims 1 to 4, wherein the ratio by\nweight %\nof the first capacitor carbon material to the second\nelectrically\nconductive\ncarbon\nmaterial is between 15:1 to 10:8.\n6 The electrode according to any one of claims 1 to 5, wherein the first\ncapacitor\ncarbon material is a high specific surface area carbonaceous material that has\na\nspecific surface area of at least 500 m2/g measured by adsorption using BET\nisotherm.\n7. The electrode according to claim 6, wherein the specific surface area is\nat least\n1000 m2/g.\n8. The electrode according to any one of claims 1 to 7, wherein the first\ncapacitor\ncarbon material'is selected from activated carbon.\n9. The electrode according to any one of claims 1 to 8, wherein the second\nelectrically\nconductive carbon material is a high\nelectrically\nconductive\ncarbonaceous\nmaterial that has a conductivity of at least 0.6 Scm-1 at 500 KPa measured at\n20°C\n- 38 -\n10. The electrode according to any one of claims 1 to 9, wherein the second\nelectrically\nconductive carbon material is selected from at least one of\ncarbon black,\ngraphite, glassy carbon, and a nanocarbon fibre,\n11. The electrode according to any one of claims 1 to 10, wherein the\ncarbon\nmixture comprises a third\nelectrically\nconductive carbon material.\n12 The electrode according to claim 11, wherein the third\nelectrically\nconductive\ncarbon material is selected from at least one of carbon black, graphite,\nglassy carbon,\nand a nanocarbon fibre.\n13. The electrode according to claim 12, wherein the nanocarbon fibre is\nselected\nfrom at least one of a carbon nanowire, a carbon nanotube, and a carbon\nwhisker.\n14 The electrode according to any one of claims 1 to 13, wherein the\ncoating layer\nof the carbon mixture comprises 4 to 100 parts by weight of the second\nelectrically\nconductive carbon material relative to 100 parts by weight of the first\ncapacitor carbon\nmaterial.\n15. The electrode according to claim 14, wherein the coating layer of the\ncarbon\nmixture further comprises 50 parts by weight or less of the third\nelectrically\nconductive\ncarbon material relative to 100 parts by weight of the first capacitor carbon\nmaterial.\n16. The electrode according to any one of claims 1 to 15, wherein the\ncoating layer\nof the carbon mixture further comprises 2 to 30 parts by weight of a binder\nrelative to\n100 parts by weight of the first capacitor carbon material.\n17. The electrode according to any one of claims 1 to 13, wherein the\ncoating layer\nof the carbon mixture comprises 4 to 100 parts by weight of the second\nelectrically\nconductive carbon material relative to 100 parts by weight of the first\ncapacitor carbon\nmaterial, 50 parts by weight or less of the third\nelectrically\nconductive\ncarbon material,\n2 to 30 parts by weight of a binder, 20 parts by weight or less of a\nthickener, and 20\nparts by weight or less of a short fiber relative to 100 parts by weight of\nthe first\ncapacitor carbon material\n18. The electrode according to any one of claims 1 to 17, wherein an amount\nof the\ncarbon mixture for the coating layer of the electrode is 1 to 15% by weight\nrelative to a\nweight of the active\nbattery\nmaterial on the electrode.\n- 39 -\n19. The electrode according to any one of claims 1 to 18, wherein the\nelectrode is a\nnegative electrode comprising negative active\nbattery\nmaterial for a lead-acid\nstorage\nbattery\n.\n20. The electrode according to any one of claims 1 to 18, wherein the\nelectrode is a\npositive electrode comprising positive active\nbattery\nmaterial for a lead-acid\nstorage\nbattery\n.\n21. The electrode according to any one of claims 1 to 20, wherein the\ncarbon\nmixture containing composite carbon particles is produced by at least one of\ngrinding,\ngranulating and unifying, the particles of the first capacitor carbon material\nwith the\nparticles of the second\nelectrically\nconductive carbon material.\n22. The electrode according to claim 21, wherein the grinding is bead or\nball\nmilling.\n23. An\nelectrical\nstorage device for a lead acid based system comprising\nthe electrode\naccording to any one of claims 1 to 22.\n24. The\nelectrical\nstorage device of claim 23, wherein the device is a lead-\nacid\nstorage\nbattery\n.\n25. An\nelectrical\nstorage device comprising at least one lead dioxide based\npositive\nelectrode and at least one sponge lead based negative electrode in a sulphuric\nacid\nelectrolyte solution, wherein the negative electrode comprises:\na current collector;\na first layer deposited on the current collector, the first layer comprising\nactive\nbattery\nmaterial of sponge lead;\na second layer in contact with at least a portion of the first layer, the\nsecond\nlayer comprising composite carbon particles, wherein each of the composite\ncarbon\nparticles comprises a particle of a first capacitor carbon material coated\nwith particles\nof a second\nelectrically\nconductive carbon material, and wherein the surface\ncoverage\non the particles of the first capacitor carbon material by the second\nelectrically\nconductive carbon material is at least 20%. | 2010-284040 | Japan | 2010-12-21 | L'invention concerne de manière générale des électrodes pour utilisation dans des systèmes de batteries plomb-acide, des batteries et des dispositifs de stockage électriques associés, ainsi que des procédés de production d'électrodes, de batteries et de dispositifs de stockage électriques. Plus particulièrement, les électrodes comprennent un matériau actif de batterie pour une batterie de stockage plomb-acide, la surface de l'électrode étant recouverte d'une couche comprenant un mélange de carbone contenant des particules de carbone composites, et chacune des particules de carbone composites comprenant une particule d'un premier matériau au carbone pour condensateur combinée à des particules d'un second matériau au carbone conducteur d'électricité. Les dispositifs de stockage électriques et les batteries comprenant les électrodes sont par exemple particulièrement adaptées pour une utilisation dans des véhicules électriques hybrides qui nécessitent une opération de charge/décharge répétée rapide dans le PSOC, des véhicules à systèmes d'arrêt au ralenti, et des applications industrielles comme l'électricité éolienne et l'électricité photovoltaïque. | True |
| 211 | Patent 2577359 Summary - Canadian Patents Database | CA 2577359 | NaN | COOLING SYSTEM FORBATTERYPACK | SYSTEME DE REFROIDISSEMENT POUR BLOC BATTERIE | NaN | AHN, JAESUNG, WOO, HYOSANG, JUNG, DO YANG, NAMGOONG, JOHN E. | 2013-03-19 | 2005-10-04 | GOWLING WLG (CANADA) LLP | English | LG ENERGY SOLUTION, LTD. | Claims\n1. A cooling system for a\nbattery\npack,\nwherein a refrigerant introduction section and a refrigerant discharge section\nare located at the same side of the\nbattery\npack;\neach of the refrigerant introduction section and the refrigerant discharge\nsection\nis internally divided into a plurality of refrigerant passages, so that a\nrefrigerant, having\npassed through the refrigerant introduction section, is guided to a respective\none of\nbattery\nmodules to cool the\nbattery\nmodules, and subsequently, is discharged\nvia the\nrefrigerant discharge section;\nthe refrigerant introduction section is internally provided with a plurality\nof\npartitions, which serve to separate a respective one of the\nbattery\nmodules\nfrom the\nother\nbattery\nmodules adjacent thereto, such that the refrigerant is\nintroduced into the\nrespective\nbattery\nmodules to cool the\nbattery\nmodules while circulating\ntherethrough,\nand subsequently, is discharged from the respective\nbattery\nmodule; and\nthe partitions extend from an inlet formed at the refrigerant introduction\nsection\nor a location in the inlet;\nwherein both the refrigerant introduction section and the refrigerant\ndischarge\nsection are defined in a refrigerant guide member;\nwherein the refrigerant guide member is arranged at the upper side of the\nbattery\npack; and\nwherein the refrigerant passages are configured such that the refrigerant,\nhaving\npassed through an inlet formed at the refrigerant introduction section, first\nmoves in the\ndirection of a first sidewall of the\nbattery\npack to move downward along the\nfirst sidewall,\nand then, moves toward a second sidewall of the\nbattery\npack opposite to the\nfirst\nsidewall by passing through gaps defined between neighboring\nbattery\ncells to\nmove\nupward along the second sidewall, and finally, is discharged via an outlet\nformed at the\nrefrigerant discharge section.\n2. The cooling system of claim 1,\nwherein each of the\nbattery\nmodules consists of a plurality of\nbattery\ncells,\nand\nwherein the\nbattery\ncells are lithium ion secondary\nbatteries\n, lithium ion\npolymer secondary\nbatteries\n, or nickel metal hybrid\nbatteries\n.\n3. The cooling system of claim 1, wherein the refrigerant is air.\n-13-\n4. The cooling system of claim 1, wherein the partitions are also provided in\nthe\nrefrigerant discharge section.\n5. The cooling system of claim 1, wherein the cooling system is used in a\nbattery\nsystem that serves as a power source of\nelectric\nvehicles\nor hybrid\nelectric\nvehicles\n.\n6. The cooling system of claim 5, wherein the cooling system is used in the\nbattery\nsystem that serves as a power source of hybrid\nelectric\nvehicles\n.\n-14- | 10-2004-0085765 | Republic of Korea | 2004-10-26 | L'invention concerne un système de refroidissement pour un bloc batterie servant de source d'énergie dans des véhicules électriques et dans des véhicules électriques hybrides. Ce système de refroidissement dissipe avec efficacité la chaleur générée par les éléments de batterie en les alimentant en agent réfrigérant à un débit constant et il minimise la différence thermique entre les éléments de batterie durant le processus de refroidissement, ce qui évite les pertes de puissance des éléments de batterie et régule la température de manière optimale. Le système de refroidissement de l'invention comporte un seul élément d'écoulement pour l'agent réfrigérant, cet élément étant disposé sur un côté du bloc batterie, d'où un système de batterie aux dimensions d'ensemble réduites. | True |
| 212 | Patent 2787764 Summary - Canadian Patents Database | CA 2787764 | NaN | HYDROCARBON FUELED-ELECTRICSERIES HYBRID PROPULSION SYSTEMS | SYSTEMES DE PROPULSION HYBRIDES SERIE A ALIMENTATION PAR HYDROCARBURE-ELECTRIQUE | NaN | BOWMAN, JAY J. | 2018-08-14 | 2011-01-21 | SMART & BIGGAR LP | English | EPOWER ENGINE SYSTEMS, L.L.C. | CLAIMS:\n1. A hybrid propulsion system for powering a\nvehicle\ncomprising:\na hydrocarbon fueled engine;\nan AC generator powered by the hydrocarbon fueled engine;\nat least one DC\nbattery\n;\nan AC/DC controller; and\nan AC\nelectric\nmotor drivingly connected to a power train of the\nvehicle\n,\nwherein the AC generator and the at least one DC\nbattery\nprovide input to the\nAC/DC controller, the AC/DC controller converts DC input from the at least one\nDC\nbattery\nto AC and outputs AC to the AC\nelectric\nmotor to provide boost power to the\npower train of\nthe\nvehicle\n, and the AC generator continuously powers the AC\nelectric\nmotor.\n2. The hybrid propulsion system of claim 1, further comprising a DC pulsed\ncharge computer controller connected to the AC/DC motor controller and to the\nat least one\nDC\nbattery\n.\n3. The hybrid propulsion system of claim 1, further comprising means for\ncontrolling the temperature of the at least one DC\nbattery\n.\n4. The hybrid propulsion system of claim 3, wherein the temperature of the\nat\nleast one DC\nbattery\nis maintained within a temperature of from 20 to\n35°C.\n5. The hybrid propulsion system of claim 3, wherein the temperature of the\nat\nleast one DC\nbattery\nis maintained within a range of ~ 2°C, of an\noptimal\nbattery\ntemperature.\n6. The hybrid propulsion system of claim 1, further comprising an\nelectrolyte\npumping system connected to the at least one DC\nbattery\nfor heating and\ncooling an\n- 31 -\nelectrolyte of the at least one DC\nbattery\nto maintain an optimum temperature\nrange of the\nelectrolyte of the at least one DC\nbattery\n.\n7. The hybrid propulsion system of claim 1, wherein the at least one DC\nbattery\ncomprises thin plate flooded lead acid cells.\n8. The hybrid propulsion system of claim 1, further comprising a field\nweakening\ncircuit connected to the AC generator.\n9. The hybrid propulsion system of claim 1, wherein the\nvehicle\nis a semi-\ntractor\ntruck capable of operating under normal load conditions and at highway speeds.\n10. A\nvehicle\npowered by the hybrid propulsion system of claim 1.\n11. A semi-tractor truck\nvehicle\nhaving a hybrid propulsion system\ncomprising:\na hydrocarbon fueled engine;\nan AC generator powered by the hydrocarbon fueled engine;\nat least one DC\nbattery\n;\nan AC/DC controller connected to the AC generator and the at least one DC\nbattery\n; and\nan AC\nelectric\nmotor connected to the AC/DC controller and in driving\nengagement with a power train of the\nvehicle\n,\nwherein the at least one DC\nbattery\nprovides boost power to the power train of\nthe\nvehicle\n, the AC generator continuously powers the AC\nelectric\nmotor, and\nthe semi-tractor\ntruck\nvehicle\nis capable of running at a speed of at least 50 mph for at least\n5 hours.\n12. The semi-tractor truck\nvehicle\nof claim 11, wherein the\nvehicle\nis\ncapable of\nrunning at a speed of at least 55 mph for at least 8 hours.\n- 32 -\n13. The semi-tractor truck\nvehicle\nof claim 11, wherein the\nvehicle\nhas a\nfuel\nefficiency of greater than 10 mpg.\n14. The semi-tractor truck\nvehicle\nof claim 11, wherein the\nvehicle\nhas a\nfuel\nefficiency of greater than 15 mpg.\n15. The semi-tractor truck\nvehicle\nof claim 11, wherein the\nvehicle\nhas a\nfuel\nefficiency at least 100 percent greater than a fuel efficiency of the\nvehicle\nequipped with a\nstandard diesel engine.\n16. The semi-tractor truck\nvehicle\nof claim 11, wherein the AC/DC\ncontroller\nconverts DC input from the at least one DC\nbattery\nto AC, and outputs AC to\nthe AC\nelectric\nmotor to drive the power train of the\nvehicle\n.\n17. The semi-tractor truck\nvehicle\nof claim 11, further comprising means\nfor\ncontrolling the temperature of the at least one DC\nbattery\n.\n18. The semi-tractor truck\nvehicle\nof claim 17, wherein the temperature of\nthe at\nleast one DC\nbattery\nis maintained within a temperature of from 20 to\n35°C.\n19. The semi-tractor truck\nvehicle\nof claim 17, wherein the temperature of\nthe at\nleast one DC\nbattery\nis maintained within a range of ~2°C, of an\noptimal\nbattery\ntemperature.\n- 33 - | 61/297,094 | United States of America | 2010-01-21 | L'invention porte sur un système de propulsion hybride (8) pour la propulsion de véhicules (V), tels que les camions à semi-remorque de la classe 8 DOT (département des transports) dans des conditions de charge normales et à grande vitesse sur route. Le système comprend un moteur à combustion interne (14), un alternateur (20) alimenté par le moteur (14), des blocs d'accumulateur à courant continu (26, 28), une unité de commande CA/CC (22) et un moteur électrique à courant alternatif (32) qui entraîne la chaîne cinématique (33) du véhicule (V). L'alternateur (20) et les blocs d'accumulateur à courant continu (26, 28) fournissent une entrée à l'unité de commande CA/CC (22) qui, à son tour, convertit l'entrée à courant continu provenant des blocs d'accumulateur à courant continu (26, 28), en courant alternatif par l'intermédiaire d'un circuit à courant continu, de sorte que la sortie de l'unité de commande AC/CC (22) aboutissant au moteur électrique (32) est un courant alternatif pour la propulsion du véhicule (V). Les blocs d'accumulateur à courant continu (26, 28) peuvent comprendre des éléments plomb acide noyés à plaque mince et peuvent être connectés en série, en parallèle ou en une combinaison de ces modes. Des véhicules (V) peuvent être modifiés pour incorporer le système de propulsion (8). | True |
| 213 | Patent 3131683 Summary - Canadian Patents Database | CA 3131683 | NaN | SYSTEM AND METHOD FOR ELECTRONIC POWER TAKE-OFF CONTROLS | SYSTEME ET METHODE DE COMMANDE ELECTRONIQUE DE PRISE DE FORCE | NaN | KOGA, JEFFREY, DAVIS, EMILY, KAPPERS, JERROD, SCHAD, VINCE, MESSINA, ROBERT S., YAKES, CHRISTOPHER K., HOOVER, VINCENT, WECKWERTH, CLINTON T., KLEIN, ZACHARY L., BECK, JOHN, CHAN, BRENDAN, WACHTER, SKYLAR A., NASR, NADER, SMITH, CHAD K., GARY, LOGAN, WENTE, DEREK A., NAGLIK, SHAWN, BOLTON, MIKE J., WALLIN, JACOB, WITTMAN, QUINCY, RUKAS, CHRISTOPHER J., HESS, DYLAN, RICE, JASON, WEI, ZHENYI, AMIN, BASHAR, LINSMEIER, CATHERINE, ROCHOLL, JOSHUA D. | 2023-06-13 | 2021-09-22 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | OSHKOSH CORPORATION | CLAMS:\n1. A refuse\nvehicle\ncomprising:\na chassis supporting a plurality of wheels;\na chassis\nbattery\nsupported by the chassis and configured to provide\nelectrical\npower to a first\nmotor, wherein rotation of the first motor selectively drives at least one of\nthe plurality of\nwheels;\na\nvehicle\nbody supported by the chassis and defining a receptacle for storing\nrefuse therein; and\nan\nelectric\npower take-off system coupled to the\nvehicle\nbody, the\nelectric\npower take-off\nsystem including:\na second motor configured to convert\nelectrical\npower received from the\nchassis\nbattery\ninto hydraulic power,\nan inverter configured to provide\nelectrical\npower to the second motor from\nthe chassis\nbattery\n,\na heat dissipation device coupled to the inverter, wherein the heat\ndissipation device is\nconfigured to cool the inverter,\na first sensor configured to detect thermal energy within the inverter, and\na controller configured to receive data from the first sensor and provide\noperating\nparameters to the heat dissipation device, wherein the controller is further\nconfigured\nto determine if the data from the first sensor is greater than a critical\noperating\ncondition and shut down the\nelectric\npower take-off system in response to\ndetermining\nthat the data from the first sensor is greater than the critical operating\ncondition.\n2. The refuse\nvehicle\nof claim 1, wherein the\nelectric\npower take-off\nsystem further includes a\nsecondary\nbattery\n, such that the\nelectric\npower take-off system is configured\nto operate solely off power\nfrom the secondary\nbattery\n.\n3. The refuse\nvehicle\nof claim 1, wherein the heat dissipation device is a\nradiator that supplies\ncooling fluid to the inverter via at least one conduit.\n4. The refuse\nvehicle\nof claim 3, wherein the\nelectric\npower take-off\nsystem further includes a\nsecond sensor within the at least one conduit configured to measure a fluid\nflow rate of the cooling\nfluid.\n5. The refuse\nvehicle\nof claim 4, wherein the controller is further\nconfigured to receive data from\nthe second sensor and determine if the data from the second sensor is less\nthan a second critical\noperating condition and shut down the\nelectric\npower take-off system in\nresponse to determining that\nthe data from the second sensor is less than the second critical operating\ncondition.\n6. The refuse\nvehicle\nof claim 1, further comprising a user interface\nconfigured to display an alert in\nresponse to determining that the data from the first sensor is greater than\nthe critical operating\ncondition.\n7. The refuse\nvehicle\nof claim 1, wherein the first sensor includes a\nthermocouple.\n8. A refuse\nvehicle\ncomprising:\na chassis supporting a plurality of wheels;\na chassis\nbattery\nsupported by the chassis and configured to provide\nelectrical\npower to a first\nmotor, wherein rotation of the first motor selectively drives at least one of\nthe plurality of\nwheels;\na\nvehicle\nbody supported by the chassis and defining a receptacle for storing\nrefuse therein; and\nan\nelectric\npower take-off system coupled to the chassis, the\nelectric\npower\ntake-off system\nincluding:\na secondary\nbattery\n;\na second motor configured to convert\nelectrical\npower received from the\nchassis\nbattery\ninto hydraulic power,\nan inverter configured to provide\nelectrical\npower to the second motor from at\nleast one\nof the chassis\nbattery\nor the secondary\nbattery\n,\na heat dissipation device in thermal communication with the inverter, wherein\nthe heat\ndissipation device includes:\na fluid pump configured to pump cooling fluid through a plurality of conduits\nin\nthermal communication with the inverter;\na first sensor configured to detect a fluid flow rate of cooling fluid at\nleast one of\nthe plurality of conduits; and\na second sensor configured to detect a temperature of the cooling fluid in at\nleast one of the plurality of conduits; and\na controller configured to receive data from the first sensor and second\nsensors and\nprovide operating parameters to the heat dissipation device in response to\nreceiving the\ndata from the first sensor and the second sensor, wherein the controller is\nfurther\nconfigured to determine if the data from the first sensor is greater than a\ncritical\noperating condition and shut down the\nelectric\npower take-off system in\nresponse to\ndetermining that the data from the first sensor is greater than the critical\noperating\ncondition.\n9. The refuse\nvehicle\nof claim 8, wherein the heat dissipation device is a\nradiator.\n10. The refuse\nvehicle\nof claim 9, wherein the\nelectric\npower take-off\nsystem further includes a third\nsensor in thermal communication with the inverter and configured to detect\nthermal energy within the\ninverter.\n11. The refuse\nvehicle\nof claim 10, wherein the controller is further\nconfigured to receive data from\nthe third sensor and determine if the data from the third sensor is greater\nthan a second critical\n26\nDate Regue/Date Received 2022-1 0-1 3\noperating condition and shut down the\nelectric\npower take-off system in\nresponse to determining that\nthe data from the third sensor is greater than the second critical operating\ncondition.\n12. The refuse\nvehicle\nof claim 8, wherein the\nelectric\npower take-off\nsystem is self contained on the\nvehicle\nbody.\n13. The refuse\nvehicle\nof claim 8, further comprising a user interface\nconfigured to display an alert in\nresponse to determining that the data from the first sensor is greater than\nthe critical operating\ncondition.\n14. The refuse\nvehicle\nof claim 8, wherein the first sensor is a positive\ndisplacement meter.\n15. A method comprising:\nproviding power to one or more components a system of a refuse\nvehicle\n, the\nrefuse\nvehicle\ncomprising:\na chassis supporting a plurality of wheels;\na chassis\nbattery\nsupported by the chassis and configured to provide\nelectrical\npower to\na first motor, wherein rotation of the first motor selectively drives at least\none of the\nplurality of wheels;\na\nvehicle\nbody supported by the chassis and defining a receptacle for storing\nrefuse\ntherein; and\nan\nelectric\npower take-off system coupled to the\nvehicle\nbody, the\nelectric\npower take-\noff system including:\na second motor configured to convert\nelectrical\npower received from the\nchassis\nbattery\ninto hydraulic power,\nan inverter configured to provide\nelectrical\npower to the second motor from\nthe\nchassis\nbattery\n,\na heat dissipation device coupled to the inverter, wherein the heat\ndissipation\ndevice is configured to cool the inverter,\na first sensor configured to detect thermal energy within the inverter, and\na controller configured to receive data from the first sensor and provide\noperating parameters to the heat dissipation device,\nproviding, by the controller, initial operating parameters to the one or more\ncomponents of the\nsystem;\nreceiving, by the controller, data from the first sensor;\ndetermining, by the controller, if the data from the first sensor is greater\nthan a critical\noperating condition; and\n27\nDate Regue/Date Received 2022-10-13\nshutting down the one or more components of the system, by the controller, in\nresponse to\ndetermining the data received is greater than the critical operating\ncondition.\n16. The method of claim 15, wherein the\nelectric\npower take-off system\nfurther includes a\nsecondary\nbattery\n, such that the\nelectric\npower take-off system is configured\nto operate solely off power\nfrom the secondary\nbattery\n.\n17. The method of claim 15, wherein the heat dissipation device is a\nradiator that supplies cooling\nfluid to the inverter via at least one conduit.\n18. The method of claim 17, wherein the\nelectric\npower take-off system\nfurther includes a second\nsensor within the at least one conduit configured to measure a fluid flow rate\nof the cooling fluid.\n19. The method of claim 18, further comprising:\nreceiving, by the controller, data from the second sensor;\ndetermining, by the controller, if the data from the second sensor is less\nthan a second critical\noperating condition; and\nshutting down, by the controller, the\nelectric\npower take-off system in\nresponse to determining\nthat the data from the second sensor is less than the second critical\noperating condition.\n20. The method of claim 15, further comprising displaying, via a user\ninterface, an alert in response\nto the controller determining that the data from the first sensor is greater\nthan the critical operating\ncondition.\n28\nDate Regue/Date Received 2022-1 0-1 3 | 63/084,415 | United States of America | 2020-09-28 | Un véhicule à ordures comprend un châssis soutenant plusieurs roues, une batterie soutenue par le châssis et configurée pour fournir une alimentation électrique à un premier moteur et un système de prise de force électrique couplé au corps du véhicule. Le système de prise de force électrique comprend un deuxième moteur configuré pour convertir lalimentation électrique reçue de la batterie en puissance hydraulique, un inverseur configuré pour fournir lalimentation électrique au deuxième moteur de la batterie, un dispositif de dissipation thermique couplé à linverseur, un premier capteur configuré pour détecter lénergie thermique dans linverseur et un contrôleur configuré pour recevoir les données du premier capteur et fournir des paramètres dexploitation au dispositif de dissipation thermique, le contrôleur étant aussi configuré pour déterminer si les données du premier capteur sont plus élevées quune condition dexploitation critique et arrêter le système de prise de force électrique en réponse. | True |
| 214 | Patent 2854678 Summary - Canadian Patents Database | CA 2854678 | NaN | ABNORMALBATTERYDETECTING SYSTEM AND ABNORMALBATTERYDETECTING METHOD FORBATTERYMODULE | SYSTEME DE DETECTION D'ANOMALIE POUR MODULE DE BATTERIE ET SON PROCEDE DE DETECTION | NaN | WEN, CHUNG-WEI | 2017-07-18 | 2012-11-07 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. An abnormal\nbattery\ndetecting system for an\nelectric\nvehicle\n, the\nabnormal\nbattery\ndetecting system comprising:\na power supply unit;\na displaying unit connected with the power supply unit;\na\nbattery\nmodule used as a main power source of the\nelectric\nvehicle\n;\na safety protection unit connected with the\nbattery\nmodule and the power\nsupply\nunit;\na detecting unit connected with the\nbattery\nmodule and the power supply unit\nfor\ndetecting the\nbattery\nmodule, wherein if the\nbattery\nmodule is abnormal, the\ndetecting\nunit generates at least one feedback signal; and\na controlling unit connected with the detecting unit, the power supply unit,\nthe\ndisplaying unit and the safety protection unit for receiving the at least one\nfeedback\nsignal, wherein according to a result of comparing the at least one feedback\nsignal with at\nleast one preset default value, the controlling unit generates an abnormal\nsignal to the\ndisplaying unit and the safety protection unit, wherein the safety protection\nunit is\nselectively enabled to control an operation of the\nbattery\nmodule according to\nthe\nabnormal signal, and a warning message is shown on the displaying unit\naccording to the\nabnormal signal;\nwherein the safety protection unit comprises a fire-fighting instrument,\nwherein\nthe fire-fighting instrument is connected with the power supply unit and the\ncontrolling\nunit and disposed within a\nbattery\nbox, wherein if the\nbattery\nmodule is\nsubjected to\nspontaneous combustion, the fire-fighting instrument is enabled to extinguish\nthe\nbattery\nmodule.\n2. The abnormal\nbattery\ndetecting system according to claim 1, wherein the\nbattery\nmodule is a removable\nbattery\nmodule.\n19\n3. The abnormal\nbattery\ndetecting system according to claim 1, further\ncomprising\nan alarm transmission unit, which is connected with the controlling unit and\nthe power\nsupply unit, wherein the abnormal signal is transmitted from the alarm\ntransmission unit\nto an\nelectric\nvehicle\nmanagement center in a wireless transmission manner.\n4. The abnormal\nbattery\ndetecting system according to claim 1, wherein the\ndetecting unit comprises a\nbattery\nmanagement unit, wherein the\nbattery\nmanagement\nunit is connected with the\nbattery\nmodule and the controlling unit for\ndetecting a working\ntemperature or a working current of the\nbattery\nmodule.\n5. The abnormal\nbattery\ndetecting system according to claim 4, wherein the\nbattery\nmodule is installed within the\nbattery\nbox, and the detecting unit further\ncomprises a\nsmoke detector, wherein the smoke detector is connected with the\nbattery\nmodule and the\ncontrolling unit for detecting a smoke concentration within the\nbattery\nbox.\n6. The abnormal\nbattery\ndetecting system according to claim 5, wherein the\ndetecting unit further comprises a temperature detector, wherein the\ntemperature detector\nis connected with the\nbattery\nmodule and the controlling unit for detecting an\ninner\ntemperature of the\nbattery\nbox.\n7. The abnormal\nbattery\ndetecting system according to claim 6, further\ncomprising\nan input unit and a storage unit, wherein the at least one preset default\nvalue is inputted\nthrough the input unit, and the at least one preset default value is stored in\nthe storage\nunit.\n8. The abnormal\nbattery\ndetecting system according to claim 7, wherein the\nat least\none preset default value includes a default working temperature value or a\ndefault\nworking current value of the\nbattery\nmodule, a default smoke concentration\nvalue of the\nbattery\nbox and a default inner temperature value of the\nbattery\nbox.\n9. The abnormal\nbattery\ndetecting system according to claim 1, wherein the\nsafety\nprotection unit further comprises a withdrawal instrument, wherein the\nwithdrawal\ninstrument is connected with the power supply unit and the controlling unit\nfor\nwithdrawing a part of the\nbattery\nmodule from the\nbattery\nbox, so that the\nbattery\nmodule\nis\nelectrically\ndisconnected from the\nbattery\nbox.\n10. The abnormal\nbattery\ndetecting system according to claim 1, wherein the\ncontrolling unit realizes a level of an alert event of the\nbattery\nmodule\naccording to a\nresult of comparing the at least one feedback signal with the at least one\npreset default\nvalue and generates an abnormal signal corresponding to the level of the alert\nevent, and\nthe safety protection unit is selectively enabled to control an operation of\nthe\nbattery\nmodule according to the abnormal signal corresponding to the level of the\nalert event of\nthe\nbattery\nmodule.\n11. An abnormal\nbattery\ndetecting method for an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a\nbattery\nmodule, a displaying unit, a detecting unit and a safety\nprotection\nunit, wherein the safety protection unit further comprises a fire-fighting\ninstrument, the\nabnormal\nbattery\ndetecting method at least comprising steps of:\n(a) detecting the\nbattery\nmodule by the detecting unit, wherein if the\nbattery\nmodule is abnormal, at least one feedback signal is generated;\n(b) generating an abnormal level signal according to a result of comparing the\nat\nleast one feedback signal with at least one preset default value;\n(c) showing a warning message on the displaying unit according to the abnormal\nsignal; and\n(d) selectively enabling the safety protection unit to control an operation of\nthe\nbattery\nmodule according to the abnormal signal;\nwherein the step (d) further comprises a sub-step (dl) of extinguishing the\nbattery\nmodule by the fire-fighting instrument if the\nbattery\nmodule is subjected to\nspontaneous\ncombustion.\n21\n12. The abnormal\nbattery\ndetecting method according to claim 11, wherein\nthe step\n(a) further comprises a sub-step (al) of detecting a working temperature or a\nworking\ncurrent of the\nbattery\nmodule.\n13. The abnormal\nbattery\ndetecting method according to claim 12, wherein\nthe\nbattery\nmodule is installed within a\nbattery\nbox, and the step (a) further comprises a\nsub-step (a2)\nof detecting a smoke concentration within the\nbattery\nbox.\n14. The abnormal\nbattery\ndetecting method according to claim 13, wherein\nthe step\n(a) further comprises a sub-step (a3) of detecting an inner temperature of the\nbattery\nbox.\n15. The abnormal\nbattery\ndetecting method according to claim 11, wherein\nthe step\n(c) further comprises a sub-step (c1) of transmitting the abnormal signal to\nan\nelectric\nvehicle\nmanagement center in a wireless transmission manner.\n16. The abnormal\nbattery\ndetecting method according to claim 11, wherein\nthe\nbattery\nmodule is installed within a\nbattery\nbox, and the step (d) further comprises a\nsub-step (d2)\nof withdrawing a part of the\nbattery\nmodule from the\nbattery\nbox, so that the\nbattery\nmodule is\nelectrically\ndisconnected from the\nbattery\nbox.\n17. An abnormal\nbattery\ndetecting system for an\nelectric\nvehicle\n, the\nabnormal\nbattery\ndetecting system comprising:\na power supply unit;\na displaying unit connected with the power supply unit;\na\nbattery\nmodule used as a main power source of the\nelectric\nvehicle\n;\na safety protection unit connected with the\nbattery\nmodule and the power\nsupply\nunit;\na detecting unit connected with the\nbattery\nmodule and the power supply unit\nfor\ndetecting the\nbattery\nmodule, wherein if the\nbattery\nmodule is abnormal, the\ndetecting\nunit generates at least one feedback signal; and\n22\na controlling unit connected with the detecting unit, the power supply unit,\nthe\ndisplaying unit and the safety protection unit for receiving the at least one\nfeedback\nsignal, wherein according to a result of comparing the at least one feedback\nsignal with at\nleast one preset default value, the controlling unit generates an abnormal\nsignal to the\ndisplaying unit and the safety protection unit, wherein the safety protection\nunit is\nselectively enabled to control an operation of the\nbattery\nmodule according to\nthe\nabnormal signal, and a warning message is shown on the displaying unit\naccording to the\nabnormal signal;\nwherein the safety protection unit comprises a withdrawal instrument, wherein\nthe\nwithdrawal instrument is connected with the power supply unit and the\ncontrolling unit\nfor withdrawing a part of the\nbattery\nmodule from a\nbattery\nbox, so that the\nbattery\nmodule is\nelectrically\ndisconnected from the\nbattery\nbox.\n18. The abnormal\nbattery\ndetecting system according to claim 17, wherein\nthe safety\nprotection unit comprises a fire-fighting instrument, wherein the fire-\nfighting instrument\nis connected with the power supply unit and the controlling unit and disposed\nwithin the\nbattery\nbox, wherein if the\nbattery\nmodule is subjected to spontaneous\ncombustion, the\nfire-fighting instrument is enabled to extinguish the\nbattery\nmodule.\n19. The abnormal\nbattery\ndetecting system according to claim 17, wherein\nthe\nbattery\nmodule is a removable\nbattery\nmodule.\n20. The abnormal\nbattery\ndetecting system according to claim 17, further\ncomprising\nan alarm transmission unit, which is connected with the controlling unit and\nthe power\nsupply unit, wherein the abnormal signal is transmitted from the alarm\ntransmission unit\nto an\nelectric\nvehicle\nmanagement center in a wireless transmission manner.\n21. The abnormal\nbattery\ndetecting system according to claim 17, wherein\nthe\ndetecting unit comprises a\nbattery\nmanagement unit, wherein the\nbattery\nmanagement\n23\nunit is connected with the\nbattery\nmodule and the controlling unit for\ndetecting a working\ntemperature or a working current of the\nbattery\nmodule.\n22. The abnormal\nbattery\ndetecting system according to claim 21, wherein\nthe\nbattery\nmodule is installed within the\nbattery\nbox, and the detecting unit further\ncomprises a\nsmoke detector, wherein the smoke detector is connected with the\nbattery\nmodule and the\ncontrolling unit for detecting a smoke concentration within the\nbattery\nbox.\n23. The abnormal\nbattery\ndetecting system according to claim 22, wherein\nthe\ndetecting unit further comprises a temperature detector, wherein the\ntemperature detector\nis connected with the\nbattery\nmodule and the controlling unit for detecting an\ninner\ntemperature of the\nbattery\nbox.\n24. The abnormal\nbattery\ndetecting system according to claim 23, further\ncomprising\nan input unit and a storage unit, wherein the at least one preset default\nvalue is inputted\nthrough the input unit, and the at least one preset default value is stored in\nthe storage\nunit.\n25. The abnormal\nbattery\ndetecting system according to claim 24, wherein\nthe at least\none preset default value includes a default working temperature value or a\ndefault\nworking current value of the\nbattery\nmodule, a default smoke concentration\nvalue of the\nbattery\nbox and a default inner temperature value of the\nbattery\nbox.\n26. The abnormal\nbattery\ndetecting system according to claim 17, wherein\nthe safety\nprotection unit further comprises a withdrawal instrument, wherein the\nwithdrawal\ninstrument is connected with the power supply unit and the controlling unit\nfor\nwithdrawing a part of the\nbattery\nmodule from the\nbattery\nbox, so that the\nbattery\nmodule\nis\nelectrically\ndisconnected from the\nbattery\nbox.\n24\n27. An abnormal\nbattery\ndetecting method for an\nelectric\nvehicle\n, the\nelectric\nvehicle\ncomprising a\nbattery\nmodule, a displaying unit, a detecting unit and a safety\nprotection\nunit, wherein the safety protection unit further comprises a fire-fighting\ninstrument and a\nwithdrawal instrument, the abnormal\nbattery\ndetecting method at least\ncomprising steps\nof:\n(a) detecting the\nbattery\nmodule by the detecting unit, wherein if the\nbattery\nmodule is abnormal, at least one feedback signal is generated;\n(b) generating an abnormal level signal according to a result of comparing the\nat\nleast one feedback signal with at least one preset default value;\n(c) showing a warning message on the displaying unit according to the abnormal\nsignal; and\n(d) selectively enabling the safety protection unit to control an operation of\nthe\nbattery\nmodule according to the abnormal signal;\nwherein the step (d) further comprises a sub-step (d1) of withdrawing the\nbattery\nmodule from a\nbattery\nbox by the withdrawal instrument, so that the\nbattery\nmodule is\nelectrically\ndisconnected from the\nbattery\nbox; and\nwherein if the\nbattery\nmodule is subjected to spontaneous combustion, the step\n(d)\nfurther comprises a sub-step (d2) of extinguishing the\nbattery\nmodule by the\nfire-fighting\ninstrument if the\nbattery\nmodule is subjected to spontaneous combustion.\n28. The abnormal\nbattery\ndetecting method according to claim 27, wherein\nthe step\n(a) further comprises a sub-step (a1) of detecting a working temperature or a\nworking\ncurrent of the\nbattery\nmodule.\n29. The abnormal\nbattery\ndetecting method according to claim 28, wherein\nthe\nbattery\nmodule is installed within the\nbattery\nbox, and the step (a) further comprises\na sub-step\n(a2) of detecting a smoke concentration within the\nbattery\nbox.\n30. The abnormal\nbattery\ndetecting method according to claim 29, wherein\nthe step\n(a) further comprises a sub-step (a3) of detecting an inner temperature of the\nbattery\nbox.\n31. The\nabnormal\nbattery\ndetecting method according to claim 27, wherein the step\n(c) further comprises a sub-step (c1) of transmitting the abnormal signal to\nan\nelectric\nvehicle\nmanagement center in a wireless transmission manner.\n26 | 61/556,386 | United States of America | 2011-11-07 | L'invention porte sur un système de détection d'anomalie pour un module de batterie et sur son procédé de détection, lesquels sont utilisés pour un véhicule électrique. Le système de détection d'anomalie comprend une unité d'alimentation; une unité d'affichage qui est connectée à l'unité d'alimentation; un module de batterie, une unité de protection de sécurité qui est connectée au module de batterie et à l'unité d'alimentation; une unité de détection qui peut générer au moins un signal de rétroaction quand le module de batterie fonctionne anormalement; une unité de commande qui est connectée à l'unité de détection, à l'unité d'alimentation, à l'unité d'affichage et à l'unité de protection de sécurité. L'unité de commande peut accepter le ou les signaux de rétroaction, comparer le ou les signaux de rétroaction avec au moins une valeur par défaut, et générer un signal de qualité anormale. L'unité de protection de sécurité commande le fonctionnement du module de batterie sur la base d'un signal de qualité anormale, et l'unité d'affichage affiche un signal d'alarme d'anomalie sur la base du signal de qualité anormale. L'invention peut détecter le module de batterie et faire fonctionner celui-ci quand le module de batterie est dans une condition anormale, ce qui peut empêcher un dégât et une perte accrue. | True |
| 215 | Patent 2999803 Summary - Canadian Patents Database | CA 2999803 | NaN | A POWER GENERATING SYSTEM AND METHOD FOR AVEHICLE | SYSTEME ET PROCEDE DE GENERATION DE PUISSANCE POUR VEHICULE | NaN | ROHERA, HEMANT KARAMCHAND | NaN | 2016-09-17 | FASKEN MARTINEAU DUMOULIN LLP | English | ROHERA, HEMANT KARAMCHAND | CLAIMS:\n1. A power generating system for a\nvehicle\ncomprising:\n.cndot. at least one first generator configured to produce a first\nelectric\npower; and\n.cndot. a power processing unit adapted to cooperate with said at least one\nfirst\ngenerator, said power processing unit configured to:\n.smallcircle. receive said first\nelectric\npower,\n.smallcircle. generate a sustained first\nelectric\npower from said first\nelectric\npower,\n.smallcircle. receive a second\nelectric\npower from an at least one energy\nstorage\ndevice connected to said power processing unit,\n.smallcircle. generate a sustained second\nelectric\npower based on at least\none of said\nfirst\nelectric\npower and said second\nelectric\npower, and\n.smallcircle. simultaneously provide said sustained first\nelectric\npower to\nsaid at\nleast one energy storage device, and said sustained second\nelectric\npower to a motor of said\nvehicle\nconnected to said power processing\nunit.\n2. The system as claimed in claim 1, wherein said sustained first\nelectric\npower is a\nsustained DC power, and said sustained second\nelectric\npower is a sustained AC\npower.\n3. The system as claimed in claim 1, wherein said at least one first generator\nis selected\nfrom the group consisting of a solar panel sub-system, a regenerative braking\nsub-\nsystem, a thin air ion-capturing sub-system, a glass window pane sub-system, a\nwind-\nturbine driven sub-system, a heat and sound sub-system, a DC generator, and an\nAC\ngenerator.\n4. The system as claimed in claim 1, wherein said power processing unit\ncomprises at\nleast one DC to AC converter, at least one AC to DC converter, at least one\nbooster, at\nleast one DC to DC converter, at least one AC to AC converter, at least one\nregulator,\nand a processor.\n14\n5. The system as claimed in claim 1, wherein said motor is selected from the\ngroup\nconsisting of an AC and brushless motor, an induction motor, a permanent\nmagnet\nmotor, and a switched reluctance motor.\n6. The system as claimed in claim 1, wherein said at least one energy storage\ndevice is\nselected from the group consisting of a capacitor bank, a flow\nbattery\n, a\nvanadium\nredox\nbattery\n, a zinc bromide\nbattery\n, a fuel cell, a lead acidic\nbattery\n, a\nVRLA\nbattery\n, a lithium ion\nbattery\n, a AGM\nbattery\n, a gel\nbattery\n, a lithium ion\npolymer\nbattery\n, a molten salt\nbattery\n, a nickel cadmium\nbattery\n, a sodium ion\nbattery\n, a super\niron\nbattery\n, a silver zinc\nbattery\n, a zinc chloride\nbattery\n, a graphene\nbattery\n, a sodium\nmetal halide\nbattery\n, a silicon\nbattery\n, a hybrid\nbattery\n, and a zinc carbon\nbattery\n.\n7. The system as claimed in claim 3, wherein said AC generator is fitted to at\nleast one\nof a front wheel of said\nvehicle\n, suspension of said\nvehicle\n, and a drive\nwheel of said\nvehicle\n.\n8. The system as claimed in claim 3, wherein said solar panel sub-system, said\nregenerative braking sub-system, said thin air ion-capturing sub-system, said\nglass\nwindow pane sub-system, said wind-turbine driven sub-system, said heat and\nsound\nsub-system, said DC generator and said AC generator concurrently provide said\nfirst\nelectric\npower to said power processing unit thereby providing said sustained\nfirst\nelectric\npower and said sustained second\nelectric\npower to said at least one\nenergy\nstorage device and said motor respectively.\n9. The system as claimed in claim 3, wherein said heat and sound sub-system\nincludes a\npiezoelectric material, which converts external mechanical energy of vibration\nand\nsound pressure into said first\nelectric\npower.\n10. A power generating method for a\nvehicle\ncomprising the following:\n.cndot. producing a first\nelectric\npower by using at least one first\ngenerator; and\n.cndot. receiving said first\nelectric\npower at a power processing unit,\nsaid power\nprocessing unit performing the following:\n.smallcircle. generating a sustained first\nelectric\npower from said first\nelectric\npower,\n.smallcircle. receiving a second\nelectric\npower from an at least one energy\nstorage\ndevice connected to said power processing unit,\n.smallcircle. generating a sustained second\nelectric\npower based on at\nleast one of\nsaid first\nelectric\npower and said second\nelectric\npower, and\n.smallcircle. simultaneously providing said sustained first\nelectric\npower\nto said at\nleast one energy storage device, and said sustained second\nelectric\npower to a motor of said\nvehicle\nconnected to said power processing\nunit.\n16 | 3649/MUM/2015 | India | 2015-09-25 | La présente invention concerne le domaine de l'électronique de puissance et porte sur un système et un procédé de génération de puissance pour véhicule. La présente invention procure un système de remplacement pour charger un dispositif de stockage d'énergie qui est utilisé pour entraîner un véhicule et également pour réduire la dépendance du véhicule au dispositif de stockage d'énergie. Ledit système comprend une unité de traitement de puissance coopérant avec au moins un premier générateur pour recevoir de la puissance électrique en courant alternatif (CA). L'unité de traitement de puissance génère de la puissance électrique en courant continu (CC) entretenue à partir de la puissance électrique CA, reçoit de la puissance électrique CC en provenance dudit dispositif de stockage d'énergie connecté à l'unité de traitement de puissance, et génère de la puissance électrique CA entretenue sur la base de la puissance électrique CA et/ou de la puissance électrique CC. En outre, l'unité de traitement de puissance fournit simultanément la puissance électrique CC entretenue à l'au moins un dispositif de stockage d'énergie et la puissance électrique CA entretenue à un moteur du véhicule connecté à l'unité de traitement de puissance. | True |
| 216 | Patent 3065527 Summary - Canadian Patents Database | CA 3065527 | NaN | REMOTE LIGHTING SYSTEM OPERABLE TO CORRESPOND WITHVEHICLELIGHTING | SYSTEME D'ECLAIRAGE A DISTANCE UTILISABLE POUR CORRESPONDRE A UN ECLAIRAGE DE VEHICULE | NaN | WERNER, DAVID R., ZIMA, DAVID, HAMMOND, JOHN M. | NaN | 2018-06-01 | AIRD & MCBURNEY LP | English | THIRD EYE DESIGN, INC. | 34\nWhat is claimed is:\n1. An auxiliary lighting system for a helmet operable in conjunction with a\nvehicle\nlighting system comprising a\nbattery\nand a\nvehicle\nbrake light, the auxiliary\nlighting\nsystem comprising:\na) a helmet portion comprising:\na helmet\nelectrical\npower supply;\na helmet lighting unit connected to the power supply and comprising at least a\nhelmet brake light;\na microcontroller connected to the power supply and in signal communication\nwith the helmet brake light; and\na helmet transceiver in signal communication with the microcontroller; and\nb) a\nvehicle\nportion comprising:\na\nvehicle\ntransceiver in wireless signal communication with the helmet\ntransceiver; and\na gate in communication with the\nvehicle\ntransceiver, and under a condition\nwhen an\nelectrical\nsignal is received from the\nvehicle\ntransceiver, operable\nto\nelectrically\nconnect the\nbattery\nto the\nvehicle\nbrake light; and\nc) an accelerometer in signal communication with the microcontroller, and\noperable to send a signal indicative of\nvehicle\nacceleration to the\nmicrocontroller;\nwherein the microcontroller is programmed with an algorithm such that when\nexecuted, when a threshold level of deceleration is exceeded, the\nmicrocontroller\nsends a signal to the helmet transceiver, and on to the\nvehicle\ntransceiver,\nand on\nto the gate, to\nelectrically\nconnect the\nbattery\nto the\nvehicle\nbrake light,\nand cause\nthe\nvehicle\nbrake light to be illuminated.\n2. The auxiliary lighting system of claim 1, wherein when the threshold level\nof\ndeceleration is exceeded, the microcontroller causes the helmet brake light to\nbe\nilluminated.\n3. The auxiliary lighting system of claim 1, wherein the\nvehicle\nlighting\nsystem is\ncomprised of a first\nelectrical\nconductor connecting the\nbattery\nof the\nvehicle\nto the\nvehicle\nbrake light when a brake of the\nvehicle\nis applied, and wherein the\nfirst\nelectrical\nconductor is also\nelectrically\nconnected to the\nvehicle\ntransceiver.\n35\n4. The auxiliary lighting system of claim 3, wherein when the brake of the\nvehicle\nis\napplied, thereby causing the brake light of the\nvehicle\nto be illuminated, the\nvehicle\ntransceiver receives\nelectrical\npower from the first\nelectrical\nconductor, and\ntransmits a\nsignal indicative of\nvehicle\nbraking to the helmet transceiver and to the\nmicrocontroller,\nand wherein the microcontroller is programmed with an algorithm such that when\napplication of the brake of the\nvehicle\nis detected, the microcontroller\ncauses the\nhelmet brake light to be illuminated.\n5. The auxiliary lighting system of claim 3, wherein the\nvehicle\nlighting\nsystem is\nfurther comprised of a left directional light, a right directional light, a\nsecond\nelectrical\nconductor connecting the\nbattery\nof the\nvehicle\nto the left directional light\nwhen a left\ndirectional switch is actuated, and a third\nelectrical\nconductor connecting\nthe\nbattery\nof\nthe\nvehicle\nto the right directional light when a right directional switch is\nactuated, and\nwherein the second and third\nelectrical\nconductors are also\nelectrically\nconnected with\nthe\nvehicle\ntransceiver.\n6. The auxiliary lighting system of claim 5, wherein the helmet lighting\nsystem is\nfurther comprised of a left directional light, and a right directional light,\nand wherein\nwhen the left directional switch is actuated, thereby causing the left\ndirectional light of\nthe\nvehicle\nto be illuminated, the\nvehicle\ntransceiver receives\nelectrical\npower from the\nsecond\nelectrical\nconductor, and transmits a signal indicative of the left\ndirectional light\nbeing illuminated to the helmet transceiver and to the microcontroller, and\nwherein the\nmicrocontroller is programmed with an algorithm such that when\nvehicle\nleft\ndirectional\nlight illumination is detected, the microcontroller causes the left\ndirectional light on the\nhelmet to be illuminated; and wherein when the right directional switch is\nactuated,\nthereby causing the right directional light of the\nvehicle\nto be illuminated,\nthe\nvehicle\ntransceiver receives\nelectrical\npower from the third\nelectrical\nconductor, and\ntransmits\na signal indicative of the right directional light being illuminated to the\nhelmet\ntransceiver and to the microcontroller, and wherein the microcontroller is\nprogrammed\nwith an algorithm such that when\nvehicle\nright directional light illumination\nis detected,\nthe microcontroller causes the right directional light on the helmet to be\nilluminated.\n7. The auxiliary lighting system of claim 1, wherein the accelerometer is\nincluded in\nthe\nvehicle\nportion of the auxiliary lighting system and is in communication\nwith the\nvehicle\ntransceiver, and wherein a signal indicative of\nvehicle\nacceleration\nfrom the\n36\naccelerometer is communicable to the\nvehicle\ntransceiver, to the helmet\ntransceiver,\nand to the microcontroller.\n8. The auxiliary lighting system of claim 1, wherein the accelerometer is\ncontained in\nthe helmet.\n9. The auxiliary lighting system of claim 1, wherein the\nvehicle\nbrake light\nof the\nvehicle\nlighting system is comprised of a primary brake light and a\nsupplemental brake\nlight, and wherein when the threshold level of deceleration is exceeded, the\nmicrocontroller sends a signal to the helmet transceiver, and on to the\nvehicle\ntransceiver, and on to the gate, to\nelectrically\nconnect the\nbattery\nto the\nsupplemental\nbrake light, and cause the supplemental brake light to be illuminated.\n10.An auxiliary lighting system for a helmet operable in conjunction with a\nvehicle\nlighting system comprising a\nbattery\n, and a\nvehicle\nbrake light, the auxiliary\nlighting\nsystem comprising:\na) a helmet portion comprising:\na helmet\nelectrical\npower supply;\na helmet lighting unit connected to the power supply and comprising at least a\nhelmet brake light;\na microcontroller connected to the power supply and in signal communication\nwith the helmet brake light; and\na helmet transceiver in signal communication with the microcontroller; and\nb) a\nvehicle\nportion comprising:\na\nvehicle\ntransceiver in wireless signal communication with the helmet\ntransceiver; and\na gate in communication with the\nvehicle\ntransceiver, and under a condition\nwhen an\nelectrical\nsignal is received from the\nvehicle\ntransceiver, operable\nto\nelectrically\nconnect the\nbattery\nto the\nvehicle\nbrake light; and\nc) an accelerometer in signal communication with the microcontroller, and\noperable to send a signal indicative of\nvehicle\nacceleration to the\nmicrocontroller;\nwherein the microcontroller is programmed with an algorithm such that when\nexecuted, when a threshold level of deceleration is exceeded, the\nmicrocontroller\ncauses the helmet brake light to be illuminated.\n37\n11.An auxiliary lighting system for a helmet operable in conjunction with a\nvehicle\nlighting system comprising a\nbattery\n, a processor in\nelectrical\ncommunication\nwith a\nvehicle\nbrake light, the safety lighting system comprising:\na) a helmet portion comprising:\na helmet\nelectrical\npower supply;\na helmet lighting unit connected to the power supply and comprising at least a\nhelmet brake light;\na microcontroller connected to the power supply and in signal communication\nwith the helmet brake light; and\na helmet transceiver in signal communication with the microcontroller; and\nb) a\nvehicle\nportion comprising:\na\nvehicle\ntransceiver in wireless signal communication with the helmet\ntransceiver; and\na first gate in communication with the\nvehicle\ntransceiver, and connected to\nan\nelectrical\nconductor supplying\nelectrical\npower to the\nvehicle\nbrake light;\nwherein an\nelectrical\nsignal indicative of illumination of the\nvehicle\nbrake\nlight is\ncommunicable through the first gate to the\nvehicle\ntransceiver, and on to the\nhelmet\ntransceiver, and to the microcontroller, and wherein the microcontroller is\nprogrammed with an algorithm to cause the brake light of the\nvehicle\nlighting\nsystem to be illuminated.\n12. The auxiliary lighting system of claim 11, wherein the\nvehicle\nlighting\nsystem is\nfurther comprised of a left directional light and a right directional light,\nand the auxiliary\nlighting system is further comprised of a second gate in communication with\nthe\nvehicle\ntransceiver, and connected to an\nelectrical\nconductor supplying\nelectrical\npower to the\nvehicle\nleft directional light, wherein an\nelectrical\nsignal\nindicative of\nillumination of the\nvehicle\nleft directional light is communicable through the\nsecond\ngate to the\nvehicle\ntransceiver, and on to the helmet transceiver, and to the\nmicrocontroller, and wherein the microcontroller is programmed with an\nalgorithm to\ncause the left directional light of the\nvehicle\nlighting system to be\nilluminated.\n13.The auxiliary lighting system of claim 12, further comprising a third gate\nin\ncommunication with the\nvehicle\ntransceiver, and connected to an\nelectrical\nconductor\nsupplying\nelectrical\npower to the\nvehicle\nright directional light, wherein an\nelectrical\nsignal indicative of illumination of the\nvehicle\nright directional light is\ncommunicable\nthrough the third gate to the\nvehicle\ntransceiver, and on to the helmet\ntransceiver, and\n38\nto the microcontroller, and wherein the microcontroller is programmed with an\nalgorithm to cause the right directional light of the\nvehicle\nlighting system\nto be\nilluminated.\n14. The auxiliary lighting system of claim 11, further comprising an\naccelerometer in\nsignal communication with the\nvehicle\ntransceiver, and operable to send a\nsignal\nindicative of\nvehicle\nacceleration to the\nvehicle\ntransceiver.\n15.The auxiliary lighting system of claim 14, wherein the microcontroller is\nprogrammed with an algorithm such that when executed, when a threshold level\nof\ndeceleration is exceeded, the microcontroller sends a signal to the helmet\ntransceiver,\nand on to the\nvehicle\ntransceiver, and on to the gate, to\nelectrically\nconnect\nthe\nbattery\nto the\nvehicle\nbrake light, and cause the\nvehicle\nbrake light to be\nilluminated.\n16. The auxiliary lighting system of claim 15, wherein the accelerometer is\nincluded in\nthe\nvehicle\nportion of the auxiliary lighting system, and wherein signal\nindicative of\nvehicle\nacceleration from the accelerometer is communicable to the\nvehicle\ntransceiver, to the helmet transceiver, and to the microcontroller.\n17. The auxiliary lighting system of claim 15, wherein the accelerometer is\ncontained in\nthe helmet.\n18. The auxiliary lighting system of claim 15, wherein the\nvehicle\nbrake light\nof the\nvehicle\nlighting system is comprised of a primary brake light and a\nsupplemental brake\nlight, and wherein when the threshold level of deceleration is exceeded, the\nmicrocontroller sends a signal to the helmet transceiver, and on to the\nvehicle\ntransceiver, and on to the gate, to\nelectrically\nconnect the\nbattery\nto the\nsupplemental\nbrake light, and cause the supplemental brake light to be illuminated.\n19.An auxiliary lighting system for a helmet operable in conjunction with a\nvehicle\nlighting system comprising a\nbattery\n, a\nvehicle\nbrake light, and a processor\nprogrammed with an algorithm to send a first encoded signal to cause\nillumination of\nthe\nvehicle\nbrake light, the auxiliary lighting system comprising:\na) a helmet portion comprising:\na helmet\nelectrical\npower supply;\na helmet lighting unit connected to the power supply and comprising at least a\nhelmet brake light;\n39\na microcontroller connected to the power supply and in signal communication\nwith the helmet brake light; and\na helmet transceiver in signal communication with the microcontroller; and\nb) a\nvehicle\nportion comprising:\na\nvehicle\ntransceiver in wireless signal communication with the helmet\ntransceiver; and\na first gate in signal communication with the\nvehicle\ntransceiver and in\nsignal\ncommunication with the processor of the\nvehicle\nlighting system, and\noperable to pass encoded signals to the\nvehicle\ntransceiver, on to the\nhelmet transceiver, and on to the microcontroller when the processor\ncommunicates encoded signals to the first gate;\nwherein the microcontroller is programmed with an algorithm such that when\nexecuted, when the first encoded signal is received by the microcontroller,\nthe\nmicrocontroller causes the helmet brake light to be illuminated.\n20. The auxiliary lighting system of claim 19, wherein:\nthe\nvehicle\nlighting system is further comprised of a\nvehicle\nleft directional\nlight\nand a\nvehicle\nright directional light, and the processor is programmed with an\nalgorithm to send a second encoded signal to cause illumination of the\nvehicle\nleft directional light, and a third encoded signal to cause illumination of\nthe\nvehicle\nright directional light;\nthe helmet lighting system is further comprised of a helmet left directional\nlight,\nand a helmet right directional light; and\nthe microcontroller is programmed with an algorithm such that when executed,\nwhen the second encoded signal is received by the microcontroller, the\nmicrocontroller causes the helmet left directional light to be illuminated,\nand\nwhen the third encoded signal is received by the microcontroller, the\nmicrocontroller causes the helmet right directional light to be illuminated.\n21. The auxiliary lighting system of claim 19, further comprising an\naccelerometer in\nsignal communication with the microcontroller, and operable to send a signal\nindicative\nof\nvehicle\nacceleration to the microcontroller; and a second gate in\ncommunication with\nthe\nvehicle\ntransceiver, and under a condition when the first encoded signal\nis received\nby the microcontroller, operable to\nelectrically\nconnect the\nbattery\nto the\nvehicle\nbrake\nlight.\n40\n22. The auxiliary lighting system of claim 21, further comprising a third gate\nin signal\ncommunication with the\nvehicle\ntransceiver and in signal communication with\nthe\nprocessor of the\nvehicle\nlighting system, and operable to pass encoded signals\nto the\nprocessor.\n23. The auxiliary lighting system of claim 22, wherein the microcontroller is\nprogrammed with an algorithm such that when executed, when the accelerometer\ncommunicates to the microcontroller that a threshold level of deceleration is\nexceeded,\nthe microcontroller communicates the first encoded signal to the helmet\ntransceiver, to\nthe\nvehicle\ntransceiver, to the third gate, and to the processor, and wherein\nthe\nmicrocontroller communicates a switching signal to the helmet transceiver, to\nthe\nvehicle\ntransceiver, and to the second gate to cause the\nvehicle\nbrake light\nto be\nilluminated.\n24. The auxiliary lighting system of claim 21, wherein the accelerometer is\nincluded in\nthe\nvehicle\nportion of the auxiliary lighting system and is in communication\nwith the\nvehicle\ntransceiver, and wherein a signal indicative of\nvehicle\nacceleration\nfrom the\naccelerometer is communicable to the\nvehicle\ntransceiver, to the helmet\ntransceiver,\nand to the microcontroller.\n25.The auxiliary lighting system of claim 21, wherein the accelerometer is\ncontained in\nthe helmet.\n26.The auxiliary lighting system of claim 19, wherein:\nthe\nvehicle\nbrake light of the\nvehicle\nlighting system is comprised of a\nprimary\nbrake light and a supplemental brake light;\nthe auxiliary lighting system is further comprised of an accelerometer in\nsignal\ncommunication with the microcontroller and operable to send a signal\nindicative of\nvehicle\nacceleration to the microcontroller, and\nthe microcontroller is programmed with an algorithm such that when executed,\nwhen the threshold level of deceleration is exceeded, the microcontroller\nsends a signal to the helmet transceiver, and on to the\nvehicle\ntransceiver,\nand\non to the gate, to\nelectrically\nconnect the\nbattery\nto the supplemental brake\nlight, and cause the supplemental brake light to be illuminated.\n27. The auxiliary lighting system of claim 26, wherein the accelerometer is\nincluded in\nthe\nvehicle\nportion of the auxiliary lighting system and is in communication\nwith the\n41\nvehicle\ntransceiver, and wherein signal indicative of\nvehicle\nacceleration\nfrom the\naccelerometer is communicable to the\nvehicle\ntransceiver, to the helmet\ntransceiver,\nand to the microcontroller.\n28. The auxiliary lighting system of claim 26, wherein the accelerometer is\ncontained in\nthe helmet.\n29.A method of operating an auxiliary lighting system for a helmet operable in\nconjunction with a lighting system of a\nvehicle\n, the method comprising:\na) detecting an encoded signal from a\nvehicle\nlighting system processor\nindicative\nof illumination of a\nvehicle\nbrake light of the lighting system of the\nvehicle\n;\nb) from a\nvehicle\ntransceiver of the auxiliary lighting system, communicating\nthe\nencoded signal to a helmet transceiver of the auxiliary lighting system, and\nto a\nmicrocontroller of the auxiliary lighting system; and\nc) executing an algorithm by the microcontroller to cause a helmet brake light\nof\nthe auxiliary lighting system to be illuminated.\n30. A method of operating an auxiliary lighting system for a helmet operable\nin\nconjunction with a lighting system of a\nvehicle\n, the method comprising:\na) detecting a first signal from an accelerometer indicative of deceleration\nof the\nvehicle\nin excess of a threshold level of deceleration; and\nb) executing an algorithm by a microcontroller of the auxiliary lighting\nsystem to\ncommunicate a second signal to a helmet transceiver of the auxiliary lighting\nsystem, and to a\nvehicle\ntransceiver of the auxiliary lighting system, to\ncause a\nvehicle\nbrake light of the\nvehicle\nlighting system to be illuminated.\n31. The method of claim 30, further comprising executing an algorithm by the\nmicrocontroller to cause a helmet brake light of the auxiliary lighting system\nto be\nilluminated. | 62/514,380 | United States of America | 2017-06-02 | L'invention concerne un système d'éclairage à distance pour un casque de sécurité pouvant fonctionner avec un système d'éclairage de véhicule. Le système comprend une partie véhicule et une partie casque comprenant une lumière de frein de casque ; un microcontrôleur en communication avec la lumière de frein ; et un émetteur-récepteur de casque en communication avec le microcontrôleur. La partie véhicule comprend un émetteur-récepteur de véhicule en communication sans fil avec l'émetteur-récepteur de casque ; une porte en communication avec l'émetteur-récepteur de véhicule, et dans une condition dans laquelle un signal est reçu en provenance de l'émetteur-récepteur de véhicule, actionnable pour connecter électriquement la batterie à la lumière de frein du système d'éclairage de véhicule ; et un accéléromètre en communication avec l'émetteur-récepteur de véhicule, et utilisable pour envoyer un signal indiquant l'accélération du véhicule à l'émetteur-récepteur de véhicule. Lorsqu'un niveau de décélération seuil est dépassé, le microcontrôleur envoie un signal aux émetteurs-récepteurs et à la porte, amenant une lumière de frein du système d'éclairage de véhicule à s'allumer. | True |
| 217 | Patent 2683928 Summary - Canadian Patents Database | CA 2683928 | NaN | FLUID POWERED GENERATOR | GENERATEUR ENTRAINE PAR UN FLUIDE | NaN | BRIDWELL, RANDOLPH E. | NaN | 2008-04-15 | BORDEN LADNER GERVAIS LLP | English | AEROKINETIC ENERGY CORPORATION | Claims\nI claim:\n1. An apparatus comprising:\nan enclosure mounted within an interior of an engine compartment of a\nvehicle\nand transverse to a front of said\nvehicle\nand in communication with fluid flow\ngenerated by movement of said\nvehicle\n;\nan electro-mechanical generator mounted in said enclosure and in\nelectrical\ncommunication with a\nbattery\n;\nsaid electro-mechanical generator integrated into a rotational element\ncomprising:\na rotational element mounted within said enclosure to rotate about an\naxis upon receipt of said fluid flow in said enclosure;\na magnet coupled to a distal end of said rotational element to rotate\nwith said rotational element;\nan\nelectrically\nconductive material spaced about a housing relatively\nconcentric to said rotational element and in communication with said magnet;\nan\nelectrical\ncharge generated from rotation of said rotational element;\nand\na connection to communicate said\nelectrical\ncharge to said\nbattery\n.\n2. The apparatus of claim 1, further comprising a first electro-mechanical\ngenerator housed in said enclosure adjacent to a second electro-mechanical\ngenerator, said first electro-mechanical generator having a first rotational\nelement to rotate in a first rotational direction and said second electro-\nmechanical generator having a second rotational element adapted to rotate in a\nsecond rotational direction, wherein said first and second rotational\ndirections\nare different.\n24\n3. The apparatus of claim 2, further comprising a first fluid force generated\nby\ninitial movement of said\nvehicle\nto cause rotation of said first rotational\nelement, and a second fluid force generated by rotational of said first\nrotational element to cause rotation of said second rotational element in an\nopposite direction to said first rotational element.\n4. The apparatus of claim 2, further comprising a first\nbattery\noperatively\nconnected to said first electro-mechanical generator and a second\nbattery\noperatively connected to said second electro-mechanical generator.\n5. The apparatus of claim 1, wherein said electro-mechanical generator is a\nmodular component secured in said enclosure.\n6. The apparatus of claim 5, further comprising a visual indicator operatively\nengaged with each of said modular electro-mechanical generator components\nto communicate proper operation of said component.\n7. The apparatus of claim 6, wherein proper operation of said component\nincludes generating of a minimum\nelectrical\ncharge to said\nbattery\noperatively\nengaged with said generator component.\n8. The apparatus of claim 5, further comprising modular housing compartments\nwithin said enclosure, wherein each of said housing components is sized to\nreceive one of said modular electro-mechanical generator components.\n9. The apparatus of claim 8, further comprising replacing one of said\ngenerator\ncomponents with a replacement component absent disruption to a previously\ninstalled modular electro-mechanical generator component in said enclosure.\n10. The apparatus of claim 9, wherein replacement of one of said modular\ncomponents is initiated following receipt of a communication that output from\nsaid component to said\nbattery\nis below a threshold of required\nelectrical\nenergy.\n11. The apparatus of claim 10, further comprising a control system to monitor\nelectrical\noutput from each of said modular generator components.\n12. The apparatus of claim 11, further comprising an output device in\ncommunication with said control system to convey failure data of one of said\ngenerator components, wherein said output device communication data in a\nformat selected from the group consisting of: visual, auditory, and tactile.\n13. The apparatus of claim 1, wherein said electro-mechanical generator is an\ngenerator integrated into said rotational element.\n14. The apparatus of claim 1, wherein said generated\nelectrical\ncharge\nrecharges\nsaid\nbattery\n.\n15. The apparatus of claim 1, wherein said\nvehicle\nis selected from the group\nconsisting of: a land\nvehicle\n, an air\nvehicle\n, and a water based\nvehicle\n, and\ncombinations thereof.\n16. An apparatus comprising:\nan enclosure mounted within an interior of an engine compartment of a\nvehicle\ntransverse to a front of said\nvehicle\nand in communication with a fluid flow\ngenerated\nby movement of said\nvehicle\n;\nsaid enclosure having a plurality of interior compartments, with each of said\ncompartments configured to receive and mount a single modular electro-\nmechanical\ngenerator component, said modular electro-mechanical generator component in\nelectrical\ncommunication with a\nbattery\n;\neach of said electro-mechanical generator components comprising a generator\nmounted to a brace and a rotational element in communication with said\ngenerator\nthrough a shaft;\n26\nsaid rotational element adapted to rotate about an axis upon receipt of said\nfluid flow in said enclosure;\na first electro-mechanical generator component housed in a first compartment\nof said enclosure adjacent to a second electro-mechanical generator component\nhoused in an adjacent compartment, said first electro-mechanical generator\nhaving a\nfirst rotational element adapted to rotate in a first rotational direction and\nsaid second\nelectro-mechanical generator having a second rotational element adapted to\nrotate in a\nsecond rotational direction, wherein said first and second rotational\ndirections are\ndifferent;\nan\nelectrical\ncharge generated by each of said generator components through\nrotation of said rotational elements; and\nan\nelectrical\nconnection to communicate said generated\nelectrical\ncharge to\nsaid\nbattery\n.\n17. The apparatus of claim 16, further comprising a first fluid force\ngenerated by\ninitial movement of said\nvehicle\nto cause rotation of said first rotational\nelement, and a second fluid force generated by rotation of said first\nrotational\nelement to cause rotation of a second rotational element in an opposite\ndirection to said first rotational element.\n18. The apparatus of claim 17, wherein said first and second rotational\nelements\nare mounted in adjacent compartments of said enclosure.\n19. The apparatus of claim 16, wherein said generated\nelectrical\ncharge\nrecharges\nsaid\nbattery\n.\n20. The apparatus of claim 16, further comprising a visual indicator\noperatively\nengaged with each of said modular electro-mechanical generator components\nto communicate proper operation of said components.\n27\n21. The apparatus of claim 20, wherein proper operation of said component\nincludes generating of a minimum\nelectrical\ncharge to said\nbattery\noperatively\nengaged with said generator component.\n22. The apparatus of claim 16, wherein said electro-mechanical generator is a\nmodular component secured in said enclosure.\n23. The apparatus of claim 22, further comprising modular housing compartments\nwithin said enclosure, wherein each of said housing components is sized to\nreceive one of said modular electro-mechanical generator components.\n24. The apparatus of claim 23, further comprising replacing one of said\ngenerator\ncomponents with a replacement component absent disruption to previously\ninstalled generator component in said enclosure.\n25. The apparatus of claim 24, wherein replacement of said component is\ninitiated\nfollowing receipt of a communication that output from said component to said\nbattery\nis below a threshold of required\nelectrical\noutput.\n26. The apparatus of claim 25, further comprising a control system to monitor\nelectrical\noutput from each of said generator components.\n27. The apparatus of claim 26, further comprising an output device in\ncommunication with said control system to convey failure data of said\ngenerator component, wherein said output device communication data in a\nformat selected from the group consisting of: visual, auditory, and tactile.\n28. The apparatus of claim 16, wherein said\nvehicle\nis selected from the group\nconsisting of: a land\nvehicle\n, an air\nvehicle\n, and a water based\nvehicle\n, and\ncombinations thereof.\n29. An apparatus comprising:\n28\nan electro-mechanical generator mounted in a frame and in\nelectrical\ncommunication with a\nbattery\n;\nsaid electro-mechanical generator integrated into a rotational element\ncomprising:\na first rotational element mounted within said frame to rotate about an\naxis upon receipt of said fluid flow;\na plurality of blades in communication with said first rotational\nelement, a proximal end of each of said blades mounted to said first\nrotational\nelement and a distal end of each of said blades in communication with a\nsecond rotational element;\na magnet housed in said second rotational element;\nsaid second rotational element to rotate with said first rotational\nelement;\nan\nelectrically\nconductive material housed in a third element, spaced\napart from said second rotational element; and\nan\nelectrical\ncharge generated from rotation of said magnet proximal to\nsaid\nelectrically\nconductive material; and\nan\nelectrical\nconnection to communicate said generated\nelectrical\ncharge to\nsaid\nbattery\n.\n30. The apparatus of claim 29, further comprising a motor in communication\nwith\nsaid\nbattery\n, said motor to receive\nelectrical\nenergy from said\nbattery\nas a\npower source.\n31. The apparatus of claim 29, wherein said third element in a fixed position\nrelative to said first and second rotational elements.\n32. The apparatus of claim 31, wherein said third element is concentric with\nsaid\nfirst and second rotational elements\n33. The apparatus of claim 29, wherein said\nelectrically\nconductive material\nis a\nplurality of units spaced about said third element.\n29\n34. The apparatus of claim 33, further comprising a capacitor and rectifier\nbridge\nfor each of said units.\n35. The apparatus of claim 29, wherein said\nvehicle\nis selected from the group\nconsisting of: a land\nvehicle\n, an air\nvehicle\n, and a water based\nvehicle\n, and\ncombinations thereof. | 60/912,227 | United States of America | 2007-04-17 | La présente invention concerne une unité de générateur intégré qui sert à générer de l'énergie électrique. Une ou plusieurs unités de générateur intégré est/sont installées dans une enceinte et communiquent avec un accumulateur pour stocker l'énergie électrique. Chaque unité comporte une pluralité d'éléments rotatifs qui tournent autour d'un axe lorsque le fluide pénètre dans l'enceinte. Un aimant est relié à au moins une extrémité des éléments rotatifs et se situe au voisinage proche d'un matériau conducteur électrique. Lorsque l'élément rotatif est exposé au flux de fluide, le fluide pénètre dans l'enceinte et fait tourner le/les éléments rotatifs. Cette rotation a pour effet de rapprocher l'aimant du matériau conducteur électrique et de générer de l'énergie électrique. | True |
| 218 | Patent 2999803 Summary - Canadian Patents Database | CA 2999803 | NaN | A POWER GENERATING SYSTEM AND METHOD FOR AVEHICLE | SYSTEME ET PROCEDE DE GENERATION DE PUISSANCE POUR VEHICULE | NaN | ROHERA, HEMANT KARAMCHAND | NaN | 2016-09-17 | FASKEN MARTINEAU DUMOULIN LLP | English | ROHERA, HEMANT KARAMCHAND | CLAIMS:\n1. A power generating system for a\nvehicle\ncomprising:\n.cndot. at least one first generator configured to produce a first\nelectric\npower; and\n.cndot. a power processing unit adapted to cooperate with said at least one\nfirst\ngenerator, said power processing unit configured to:\n.smallcircle. receive said first\nelectric\npower,\n.smallcircle. generate a sustained first\nelectric\npower from said first\nelectric\npower,\n.smallcircle. receive a second\nelectric\npower from an at least one energy\nstorage\ndevice connected to said power processing unit,\n.smallcircle. generate a sustained second\nelectric\npower based on at least\none of said\nfirst\nelectric\npower and said second\nelectric\npower, and\n.smallcircle. simultaneously provide said sustained first\nelectric\npower to\nsaid at\nleast one energy storage device, and said sustained second\nelectric\npower to a motor of said\nvehicle\nconnected to said power processing\nunit.\n2. The system as claimed in claim 1, wherein said sustained first\nelectric\npower is a\nsustained DC power, and said sustained second\nelectric\npower is a sustained AC\npower.\n3. The system as claimed in claim 1, wherein said at least one first generator\nis selected\nfrom the group consisting of a solar panel sub-system, a regenerative braking\nsub-\nsystem, a thin air ion-capturing sub-system, a glass window pane sub-system, a\nwind-\nturbine driven sub-system, a heat and sound sub-system, a DC generator, and an\nAC\ngenerator.\n4. The system as claimed in claim 1, wherein said power processing unit\ncomprises at\nleast one DC to AC converter, at least one AC to DC converter, at least one\nbooster, at\nleast one DC to DC converter, at least one AC to AC converter, at least one\nregulator,\nand a processor.\n14\n5. The system as claimed in claim 1, wherein said motor is selected from the\ngroup\nconsisting of an AC and brushless motor, an induction motor, a permanent\nmagnet\nmotor, and a switched reluctance motor.\n6. The system as claimed in claim 1, wherein said at least one energy storage\ndevice is\nselected from the group consisting of a capacitor bank, a flow\nbattery\n, a\nvanadium\nredox\nbattery\n, a zinc bromide\nbattery\n, a fuel cell, a lead acidic\nbattery\n, a\nVRLA\nbattery\n, a lithium ion\nbattery\n, a AGM\nbattery\n, a gel\nbattery\n, a lithium ion\npolymer\nbattery\n, a molten salt\nbattery\n, a nickel cadmium\nbattery\n, a sodium ion\nbattery\n, a super\niron\nbattery\n, a silver zinc\nbattery\n, a zinc chloride\nbattery\n, a graphene\nbattery\n, a sodium\nmetal halide\nbattery\n, a silicon\nbattery\n, a hybrid\nbattery\n, and a zinc carbon\nbattery\n.\n7. The system as claimed in claim 3, wherein said AC generator is fitted to at\nleast one\nof a front wheel of said\nvehicle\n, suspension of said\nvehicle\n, and a drive\nwheel of said\nvehicle\n.\n8. The system as claimed in claim 3, wherein said solar panel sub-system, said\nregenerative braking sub-system, said thin air ion-capturing sub-system, said\nglass\nwindow pane sub-system, said wind-turbine driven sub-system, said heat and\nsound\nsub-system, said DC generator and said AC generator concurrently provide said\nfirst\nelectric\npower to said power processing unit thereby providing said sustained\nfirst\nelectric\npower and said sustained second\nelectric\npower to said at least one\nenergy\nstorage device and said motor respectively.\n9. The system as claimed in claim 3, wherein said heat and sound sub-system\nincludes a\npiezoelectric material, which converts external mechanical energy of vibration\nand\nsound pressure into said first\nelectric\npower.\n10. A power generating method for a\nvehicle\ncomprising the following:\n.cndot. producing a first\nelectric\npower by using at least one first\ngenerator; and\n.cndot. receiving said first\nelectric\npower at a power processing unit,\nsaid power\nprocessing unit performing the following:\n.smallcircle. generating a sustained first\nelectric\npower from said first\nelectric\npower,\n.smallcircle. receiving a second\nelectric\npower from an at least one energy\nstorage\ndevice connected to said power processing unit,\n.smallcircle. generating a sustained second\nelectric\npower based on at\nleast one of\nsaid first\nelectric\npower and said second\nelectric\npower, and\n.smallcircle. simultaneously providing said sustained first\nelectric\npower\nto said at\nleast one energy storage device, and said sustained second\nelectric\npower to a motor of said\nvehicle\nconnected to said power processing\nunit.\n16 | 3649/MUM/2015 | India | 2015-09-25 | La présente invention concerne le domaine de l'électronique de puissance et porte sur un système et un procédé de génération de puissance pour véhicule. La présente invention procure un système de remplacement pour charger un dispositif de stockage d'énergie qui est utilisé pour entraîner un véhicule et également pour réduire la dépendance du véhicule au dispositif de stockage d'énergie. Ledit système comprend une unité de traitement de puissance coopérant avec au moins un premier générateur pour recevoir de la puissance électrique en courant alternatif (CA). L'unité de traitement de puissance génère de la puissance électrique en courant continu (CC) entretenue à partir de la puissance électrique CA, reçoit de la puissance électrique CC en provenance dudit dispositif de stockage d'énergie connecté à l'unité de traitement de puissance, et génère de la puissance électrique CA entretenue sur la base de la puissance électrique CA et/ou de la puissance électrique CC. En outre, l'unité de traitement de puissance fournit simultanément la puissance électrique CC entretenue à l'au moins un dispositif de stockage d'énergie et la puissance électrique CA entretenue à un moteur du véhicule connecté à l'unité de traitement de puissance. | True |
| 219 | Patent 2988622 Summary - Canadian Patents Database | CA 2988622 | NaN | POWER GENERATION CONTROL DEVICE FOR A HYBRIDVEHICLE | APPAREIL DE CONTROLE DE PRODUCTION D'ENERGIE DESTINE A UN VEHICULE HYBRIDE | NaN | TOYOTA, RYOHEY, GUNJI, KENICHIRO, MIYAGAWA, TOMOHIRO, KOGA, MASATO, FUKUDA, HIROYUKI, YAGI, HIDEKAZU, KAMADA, SHINOBU | 2018-04-24 | 2015-06-08 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | 49\nThe embodiments of the invention in which an exclusive property or privilege\nis\nclaimed are defined as follows:\n[Claim 1]\nA power generation control device for a hybrid\nvehicle\nhaving:\na first\nelectric\nmotor that is mechanically coupled to a drive wheel and that\nis mainly used\nas a drive source for travel driving;\na second\nelectric\nmotor that is mechanically coupled to an internal combustion\nengine\nICE, and that has a smaller\nelectrical\npower generation capability than the\nfirst\nelectric\nmotor; and\na\nbattery\nthat is\nelectrically\ncoupled to the first\nelectric\nmotor and the\nsecond\nelectric\nmotor;\nwherein when starting the\nvehicle\n, an EV start is carried out using the first\nelectric\nmotor\nas a drive source to which\nelectrical\npower generated in the second\nelectric\nmotor and\nbattery\npower are supplied, in a starting region in which the\nvehicle\nspeed is equal\nto or less than a\npredetermined\nvehicle\nspeed, by not having a starting element that absorbs\ndifferential\nrotation;\nthe power generation control device comprising:\na power generation controller configured to cause at least one of the first\nelectric\nmotor\nand the second\nelectric\nmotor to generate power using torque of the internal\ncombustion\nengine ICE;\nwherein while the\nvehicle\nis stopped, the power generation controller is\nconfigured to\ndisconnect the first\nelectric\nmotor from the drive wheel and connect the first\nelectric\nmotor to\nthe internal combustion engine, and carry out MG1 idle power generation in\nwhich power is\ngenerated by the first\nelectric\nmotor by receiving torque from the internal\ncombustion engine,\nat a time of insufficient\nbattery\ncapacity in which a charge capacity of the\nbattery\nis less than\na first capacity threshold value corresponding to an\nelectrical\npower that is\nrequired for the\nEV start, and does not carry out the MG1 idle power generation and keeps the\nfirst\nelectric\nmotor mechanically coupled to the drive wheel, at a time of sufficient\nbattery\ncapacity in\n50\nwhich the charge capacity of the\nbattery\nis equal to or greater than the first\ncapacity threshold\nvalue.\n[Claim 2]\nThe power generation control device as recited in claim 1, wherein:\nat the time of the insufficient\nbattery\ncapacity while the\nvehicle\nis stopped,\nthe power\ngeneration controller carries out MG2 idle power generation, where power is\ngenerated by\nthe second\nelectric\nmotor while not carrying out the MG1 idle power generation\nand keeping\nthe first\nelectric\nmotor mechanically coupled to the drive wheel instead of\nthe MG1 idle\npower generation, if the\nelectrical\npower generation capability of the second\nelectric\nmotor is\ngreater than a predetermined value, and carries out MG1 idle power generation\nif the\nelectrical\npower generation capability of the second\nelectric\nmotor is equal\nto or less than the\npredetermined value.\n[Claim 3]\nThe power generation control device as recited in claim 1, wherein:\nwhile the\nvehicle\nis stopped, the power generation controller carries out\ndouble idle\npower generation, in which MG2 idle power generation, where power is generated\nby the\nsecond\nelectric\nmotor, is carried out in addition to the MG1 idle power\ngeneration at the time\nof the insufficient\nbattery\ncapacity.\n[Claim 4]\nThe power generation control device as recited in claim 3, wherein:\nat the time of the insufficient\nbattery\ncapacity while the\nvehicle\nis stopped,\nthe power\ngeneration controller carries out the MG2 idle power generation instead of the\ndouble idle\npower generation, while not carrying out the MG1 idle power generation and\nkeeping the\nfirst\nelectric\nmotor mechanically coupled to the drive wheel if the charge\ncapacity of the\nbattery\nis equal to or greater than a second capacity threshold value, which\nis smaller than the\nfirst capacity threshold value, and carries out the double idle power\ngeneration if the charge\ncapacity of the\nbattery\nis less than the second capacity threshold value.\n51\n[Claim 5]\nThe power generation control device as recited in claim 4, wherein:\nat the time of the insufficient\nbattery\ncapacity while the\nvehicle\nis stopped,\nthe power\ngeneration controller carries out the MG2 idle power generation instead of the\ndouble idle\npower generation, while not carrying out the MG1 idle power generation and\nkeeping the\nfirst\nelectric\nmotor mechanically coupled to the drive wheel if the charge\ncapacity of the\nbattery\nis equal to or greater than the second capacity threshold value and\nthe\nelectrical\npower generation capability of the second\nelectric\nmotor is greater than a\npredetermined\nvalue, and carries out the MG1 idle power generation if the charge capacity of\nthe\nbattery\nis\nequal to or greater than the second capacity threshold value and the\nelectrical\npower\ngeneration capability of the second\nelectric\nmotor is equal to or less than\nthe predetermined\nvalue.\n[Claim 6]\nThe power generation control device as recited in claim 4 or 5, wherein:\nat the time of the insufficient\nbattery\ncapacity while the\nvehicle\nis stopped,\nthe power\ngeneration controller carries out the double idle power generation if the\ncharge capacity of\nthe\nbattery\nis less than the second capacity threshold value and the\nelectrical\npower\ngeneration capability of the second\nelectric\nmotor is greater than a\npredetermined value; and\ncarries out double idle limited power generation, in which MG2 idle limited\npower\ngeneration, where power generation is limited compared to the MG2 idle power\ngeneration,\nis carried out in addition to the MG1 idle power generation, if the charge\ncapacity of the\nbattery\nis less than the second capacity threshold value and the\nelectrical\npower generation\ncapability of the second\nelectric\nmotor is equal to or less than the\npredetermined value.\n[Claim 7]\nThe power generation control device as recited in any one of claims 1 to 6,\nwherein:\nwhen power generation is carried out based on a power generation request from\na driver\nwhile the\nvehicle\nis stopped, the power generation controller carries out MG1\nidle power\n52\ngeneration if the requested generated\nelectrical\npower from the driver is\ngreater than a\npredetermined value, and carries out MG2 idle power generation, where power is\ngenerated\nby the second\nelectric\nmotor while not carrying out the MG1 idle power\ngeneration and\nkeeping the first\nelectric\nmotor mechanically coupled to the drive wheel\ninstead of the MG1\nidle power generation, if the requested generated\nelectrical\npower from the\ndriver is equal to\nor less than the predetermined value.\n[Claim 8]\nThe power generation control device as recited in any one of claims 1 to 7,\nwherein:\nthe power generation controller prohibits the MG1 idle power generation if a\nroad surface\ngradient is detected.\n[Claim 9]\nThe power generation control device as recited in any one of claims 1 to 8,\nwherein:\nthe power generation controller permits the MG1 idle power generation if a\nbraking force\nis generated on the drive wheel.\n[Claim 10]\nThe power generation control device as recited in any one of claims 1 to 9,\nwherein:\nthe power generation controller permits the MG1 idle power generation if a\nparking\nrange is selected. | NaN | NaN | NaN | L'objectif de la présente invention est de fournir un système de commande de génération de puissance pour un véhicule hybride, qui assure une puissance électrique nécessaire pour le démarrage du véhicule à partir d'un état d'arrêt. Le système de commande de génération de puissance est doté d'un premier moteur-générateur (MG1) qui est mécaniquement raccordé à une roue motrice (19), d'un second moteur-générateur (MG2) qui est mécaniquement raccordé à un moteur à combustion interne (ICE) et qui présente une capacité de génération de puissance inférieure à celle du premier moteur-générateur (MG1), et d'une batterie à haute puissance (3) qui est électriquement connectée aux deux moteurs-générateurs (MG1, MG2), moyennant quoi, lors du démarrage, le véhicule commence à se déplacer sous la forme d'un véhicule électrique en utilisant le premier moteur-générateur (MG1) comme source d'entraînement. Le véhicule hybride selon l'invention est doté d'un module de commande hybride (21) permettant d'amener, au moyen du couple du moteur à combustion interne (ICE), le premier et/ou le second moteur-générateur (MG1, MG2) à générer une puissance électrique. Lorsque le véhicule est dans l'état d'arrêt, ce module (21) sépare le premier moteur-générateur (MG1) de la roue motrice (19) et raccorde le premier moteur-générateur au moteur à combustion interne (ICE), amenant ainsi le premier moteur-générateur à générer une puissance électrique au moyen du couple reçu du moteur à combustion interne (ICE). | True |
| 220 | Patent 3173514 Summary - Canadian Patents Database | CA 3173514 | NaN | ELECTRICVEHICLEANDBATTERYSYSTEM | VEHICULE ELECTRIQUE ET SYSTEME DE BATTERIE | NaN | WANG, WENWEI, WEI, QUNLI, XUE, JIAFU, SHI, DONGDONG, CHEN, HUI, ZHAO, PENG, SHI, QINGHUA | NaN | 2021-03-25 | FURMAN IP LAW & STRATEGY PC | English | CHANGZHOU GLOBE CO., LTD. | Claims\n1. An\nelectric\nvehicle\n, including:\nframe;\nA first power consuming unit and a second power consuming unit, the first\npower\nconsuming unit and the second power consuming unit are connected to the rack;\nand\nA\nbattery\nsystem includes a first power supply unit and a second power supply\nunit, the first power supply unit and the second power supply unit each\ninclude at\nleast one\nbattery\npack, and the first power supply unit supplies power to the\nfirst\npower consumption unit, The second power supply unit supplies power to the\nsecond power consumption unit;\nWherein, at least one of the\nbattery\npacks can supply power to the hand-held\ntool.\n2. The\nelectric\nvehicle\naccording to claim 1, wherein the\nbattery\nsystem\nfurther\ncomprises a\nbattery\naccommodating part, and the first power supply unit and\nthe\nsecond power supply unit are provided in the\nbattery\naccommodating part.\n3. The\nelectric\nvehicle\naccording to claim 1, wherein the number of the\nbattery\npacks in the first power supply unit and the second power supply unit are the\nsame or different.\n4. The\nelectric\nvehicle\naccording to claim 1, wherein the first power\nconsumption\nunit and the second power consumption unit are detachably connected to the\nframe.\n5. The\nelectric\nvehicle\naccording to claim 1, further comprising a\nmanipulation unit\nprovided on the frame, and the manipulation unit is used to control the\nelectric\nvehicle\n.\n- 64 -\nCA 03173514 2022- 9- 26\n6. The\nelectric\nvehicle\naccording to claim 5, wherein the control unit is\nelectrically\nconnected to the first power consumption unit and the second power\nconsumption unit.\n7. The\nelectric\nvehicle\naccording to claim 5, wherein the manipulation unit\nfurther\ncomprises a height adjustment unit, and the height adjustment unit is used to\nadjust the height of the\nelectric\nvehicle\n.\n8. A\nbattery\nsystem includes:\nThe first power supply unit supplies power to the first power consumption\nunit;\nand\nThe second power supply unit supplies power to the second power consumption\nunit;\nWherein, the first power supply unit and the second power supply unit both\ninclude at least one\nbattery\npack, and at least one of the\nbattery\npacks can\nsupply power to the handheld tool.\n9. The\nbattery\nsystem according to claim 8, further comprising a control\ncomponent\nfor switching the working state of the first power supply unit and the second\npower supply unit.\n10.The\nbattery\nsystem according to claim 9, further comprising a charge\nmanagement component and a discharge management component, the charge\nmanagement component and the discharge management component are\nelectrically\nconnected to the control component.\n11.The\nbattery\nsystem according to claim 10, wherein the charging management\ncomponent comprises a power detection unit, and the power detection unit is\nconfigured to detect the power of the first power supply unit and the second\npower supply unit.\n- 65 -\nCA 03173514 2022- 9- 26\n12.The\nbattery\nsystem according to claim 11, wherein the discharge management\ncomponent includes a\nbattery\ndetection unit for detecting the number of the\nbattery\npacks in the first power supply unit or the second power supply unit\nand\nOutput Power.\n13.The\nbattery\nsystem according to claim 12, wherein the\nbattery\ndetection\nunit\ncomprises:\nA voltage balance member for balancing the voltage of each of the\nbattery\npacks\nin the first power supply unit or the second power supply unit; and\nThe discharge switching member is used to switch the first power supply unit\nor\nthe second power supply unit in a discharge state.\n14.The\nbattery\nsystem according to claim 10, further comprising a\nbattery\nprotection\ncomponent\nelectrically\nconnected to the charge management component and the\ndischarge management component.\n15.The\nbattery\nsystem according to claim 9, wherein the control component\nfurther\nsets a charging threshold, and when the charging management component\ncollects that the power of the first power supply unit or the second power\nsupply\nunit is lower than the charging threshold and When connected to the charging\ndevice, the first power supply unit or the second power supply unit is\ncontrolled to\ncharge in the order of power from low to high.\n16.The\nbattery\nsystem according to claim 9, wherein the control component\nfurther\nsets a discharge threshold, and when the discharge management component\ncollects that the number of the\nbattery\npacks in the first power supply unit\nis less\nthan a preset number threshold, then the control component switches the second\npower supply unit.\n17.The\nbattery\nsystem according to claim 9, wherein the control component\nfurther\nsets a discharge threshold, and when the discharge management component\n- 66 -\nCA 03173514 2022- 9- 26\ncollects that the output power of the first power supply unit is less than the\npreset\npower threshold, the control component switches the second power supply unit.\n18.The\nbattery\nsystem according to claim 10, wherein the discharge management\ncomponent further comprises an external power conversion module for realizing\nelectric\nenergy output.\n19.The\nbattery\nsystem according to claim 9, wherein the control component\nfurther\ncomprises an energy management unit, the energy management unit calculates\nthe state between the first power consumption unit and the second power\nconsumption unit based on the usage status information Difference.\n20.The\nbattery\nsystem according to claim 8, further comprising a\nbattery\naccommodating part, and the first power supply unit and the second power\nsupply unit are provided in the\nbattery\naccommodating part.\n- 67 -\nCA 03173514 2022- 9- 26 | 202010222359.9 | China | 2020-03-26 | La présente demande concerne un véhicule électrique et un système de batterie. Le véhicule électrique comprend : un cadre ; une première unité de consommation d'énergie et une seconde unité de consommation d'énergie, la première unité de consommation d'énergie et la seconde unité de consommation d'énergie étant reliées au cadre ; et un système de batterie, comprenant une première unité d'alimentation électrique et une seconde unité d'alimentation électrique, la première unité d'alimentation électrique et la seconde unité d'alimentation électrique comprenant chacune au moins un bloc-batterie, la première unité d'alimentation électrique fournissant de l'énergie à la première unité de consommation d'énergie et la seconde unité d'alimentation électrique fournissant de l'énergie à la seconde unité de consommation d'énergie, ledit au moins un bloc-batterie pouvant fournir de l'énergie à un outil portatif. | True |
| 221 | Patent 2327289 Summary - Canadian Patents Database | CA 2327289 | NaN | ELECTRICVEHICLEPHOTOVOLTAIC CHARGING SYSTEM | SYSTEME PHOTOVOLTAIQUE DE CHARGE D'UN VEHICULE ELECTRIQUE | NaN | SHUGAR, DANIEL S., DINWOODIE, THOMAS L. | NaN | 2000-01-28 | FETHERSTONHAUGH & CO. | English | POWERLIGHT CORPORATION | 8\nWHAT IS CLAIMED IS:\n1. A photovoltaic (PV) roof assembly usable with an\nelectric\nvehicle\n,\ncomprising:\na roof mountable to an\nelectric\nvehicle\n, the roof comprising an upper part;\na PV assembly at the upper part of the roof;\nthe PV assembly comprising a monolithic PV panel with a plurality of PV\ncells.\n2. The assembly according to claim 1 wherein the PV cells are\nconnected in series.\n3. The assembly according to claim 1 wherein the PV assembly is\nmounted to the upper part of the roof.\n4. The assembly according to claim 1 wherein the PV assembly\nconstitutes the roof.\n5. The assembly according to claim 1 wherein:\nthe roof comprises a bottom spaced-apart from the upper part and defines a\nstorage region therebetween; and\nthe roof comprises:\nan access opening opening into the storage region; and\na movable cover removably covering the access opening.\n6. The assembly according to claim 1 wherein the PV panel has a\ncircumferential edge and the roof comprises a circumferential lip extending\naround and\nabove the PV assembly, whereby the circumferential lip helps to prevent damage\nto the\nPV panel.\n7. The assembly according to claim 6 further comprising an edge\nprotector covering at least a portion of the circumferential edge.\n9\n8. The assembly according to claim 1 wherein the PV panel\nconstitutes at least a major portion of the roof, and wherein the PV panel\ncomprises:\na protective, at least semi-transparent top layer;\na bottom layer; and\na PV layer secured between and in contact with the top and bottom layers.\n9. The assembly according to claim 8 wherein the bottom layer is at\nleast semi-transparent and the PV layer is semi-transparent so that at least a\nmajor portion\nof the roof is semi-transparent.\n10. The assembly according to claim 1 further comprising a misting\nsystem, comprising misting outlets from which mist can be discharged, mounted\nto the\nroof.\n11. A photovoltaic (PV) roof assembly usable with an\nelectric\nvehicle\n,\ncomprising:\na roof mountable to an\nelectric\nvehicle\n, the roof comprising an upper part;\na PV assembly at the upper part of the roof;\nthe roof comprising a bottom spaced-apart from the upper part and\ndefining a storage region therebetween; and\nthe roof comprising:\nan access opening opening into the storage region; and\na movable cover removably covering the access opening.\n12. An\nelectric\ncar photovoltaic (PV) charging system, the system\nusable with an\nelectric\nvehicle\n, comprising:\na roof, mountable to an\nelectric\nvehicle\n, comprising a support surface;\na PV assembly secured to the support surface;\nthe PV assembly comprising a PV panel having a circumferential edge and\nthe roof comprising a circumferential lip extending around and above the\nPV assembly, whereby the circumferential lip helps to prevent damage to the PV\npanel.\n13. The assembly according to claim 12 further comprising an edge\nprotector covering at least a portion of the circumferential edge.\n10\n14. The assembly according to claim 12 wherein the circumferential lip\ncomprises a recess housing the circumferential edge.\n15. A covered\nelectric\nvehicle\ncomprising:\nand\nelectric\ncar comprising a\nbattery\n;\na photovoltaic (PV) roof assembly, mounted to the\nelectric\ncar, comprising\na PV assembly coupled to the\nbattery\n;\na controller coupled to the PV assembly and the\nbattery\n; and\nan operational parameter display coupled to the controller.\n16. The\nvehicle\naccording to claim 15 wherein the display is mounted\nto a selected one of the\nelectric\ncar and the PV roof assembly.\n17. The\nvehicle\naccording to claim 15 wherein the display is a\nfreestanding display.\n18. The\nvehicle\naccording to claim 15 wherein the display is at a\nposition to inform a user of at least one of the following: energy production,\npollution\navoidance and\nbattery\nstate of charge.\n19. The\nvehicle\naccording to claim 15 wherein the display is a\ngraphical display capable of displaying alphanumeric information and graphical\ninformation.\n20. An\nelectric\ncar photovoltaic (PV) charging system, the system\nusable with an\nelectric\nvehicle\n, comprising:\na roof mountable to an\nelectric\nvehicle\ncomprising:\na protective, at least semi-transparent top layer;\na bottom layer; and\na PV layer secured between and in contact with the top and bottom\nlayers.\n21. The system according to claim 20 wherein the bottom layer is at\nleast semi-transparent and the PV layer is semi-transparent so that the roof\nis semi-\ntransparent.\n11\n22. An photovoltaic (PV) roof assembly usable with an\nelectric\nvehicle\nhaving\nbattery\ncells, comprising:\na roof mountable to an\nelectric\nvehicle\n, the roof comprising an upper part;\na PV assembly at the upper part of the roof; and\nthe PV assembly comprising a plurality of PV cells, the ratio of the\nnumber of PV cells to the number of\nbattery\ncells being between about:\n4.80 to 5.48 PV cells to\nbattery\ncells when the PV assembly\ncomprises at least one of crystalline and poly-crystalline photovoltaics;\n4.20 to 5.20 PV cells to\nbattery\ncells when the PV assembly\ncomprises hybrid crystalline/thin-film photovoltaics; and\n4.10 to 5.50 PV cells to\nbattery\ncells when the PV assembly\ncomprises thin-film photovoltaics.\n23. The PV roof assembly according to claim 22 wherein said ratios\nare about:\n5.10 to 5.40 PV cells to\nbattery\ncells when the PV assembly\ncomprises at least one of crystalline and poly-crystalline photovoltaics;\n4.40 to 5.00 PV cells to\nbattery\ncells when the PV assembly\ncomprises hybrid crystalline/thin-film photovoltaics; and\n4.20 and 5.40 PV cells to\nbattery\ncells when the PV assembly\ncomprises thin-film photovoltaics.\n24. A photovoltaic (PV) roof assembly usable with an\nelectric\nvehicle\n,\ncomprising:\na roof mountable to an\nelectric\ncar, the roof comprising an upper part;\na PV assembly at the upper part of the roof;\na misting system, comprising misting outlets from which mist can be\ndischarged, mounted to the roof.\n25. The PV roof assembly according to claim 24 further comprising:\na controller coupled to the misting system; and\nan occupant sensor coupled to the controller whereby the misting system\nmay be actuated when the occupant sensor senses an occupant.\n12\n26. An\nelectric\ncar of the type having\nbattery\ncells comprising:\nan\nelectric\nvehicle\n;\na roof mountable to the\nelectric\nvehicle\n, the roof comprising an upper part;\na PV assembly at the upper part of the roof;\nthe PV assembly comprising a monolithic PV panel with a plurality of PV\ncells connected in series;\nthe roof comprising:\na bottom spaced-apart from the upper part and defining a storage\nregion therebetween;\nan access opening opening into the storage region; and\na movable cover removably covering the access opening;\nthe PV panel having a circumferential edge;\nthe roof comprising a circumferential lip extending around and above the\nPV assembly, whereby the circumferential lip helps to prevent damage to the PV\npanel;\na misting system, comprising misting outlets from which mist can be\ndischarged, mounted to the roof; and\nthe PV assembly comprising a plurality of PV cells, the ratio of the\nnumber of PV cells to the number of\nbattery\ncells being between about:\n4.80 to 5.48 PV cells to\nbattery\ncells when the PV assembly\ncomprises at least one of crystalline and poly-crystalline photovoltaics;\n4.20 to 5.20 PV cells to\nbattery\ncells when the PV assembly\ncomprises hybrid crystalline/thin-film photovoltaics; and\n4.10 to 5.50 PV cells to\nbattery\ncells when the PV assembly\ncomprises thin-film photovoltaics.\n27. The assembly according to claim 26 wherein the PV panel\nconstitutes at least a major portion of the roof, and wherein the PV panel\ncomprises:\na protective, at least semi-transparent top layer;\na bottom layer; and\na PV layer secured between and in contact with the top and bottom layers.\n28. The assembly according to claim 26 further comprising an edge\nprotector covering at least a portion of the circumferential edge. | 60/118,943 | United States of America | 1999-02-05 | L'invention porte sur un ensemble (6) photovoltaïque de charge d'un véhicule électrique comprenant un toit (12) se montant sur le véhicule (4) électrique et un panneau (10) photovoltaïque monté sur le toit et pouvant être distinct du toit ou lui être intégré partiellement ou totalement. Le panneau peut être d'une pièce (14) et comporter une série de cellules (20) photovoltaïques, et le tout comporter une zone de stockage (32) accessible par une ouverture d'accès refermable (44). Le toit peut comporter un rebord périphérique (24) de protection s'étendant autour et au-dessus du panneau, une couche supérieure (60) au moins semi transparente, une couche inférieure (62) au moins semi transparente et une couche photovoltaïque semi transparente prise entre la couche supérieure et la couche inférieure et en contact avec elles, formant ainsi un toit lui-même semi transparent. On peut choisir le rapport du nombre de cellules photovoltaïques à celui des éléments de la batterie pour créer un ensemble autorégulé, et ajouter un système de brumisation (55) muni de buses (53) placées sur le toit pour améliorer le confort par temps chaud, ainsi qu'un écran graphique fournissant des indications sur la production d'énergie ou le niveau de charge des batteries. | True |
| 222 | Patent 2847945 Summary - Canadian Patents Database | CA 2847945 | NaN | SECURITY SYSTEM | SYSTEME DE SECURITE | NaN | MACMILLAN, STEPHEN | NaN | 2012-07-12 | BORDEN LADNER GERVAIS LLP | English | MACMILLAN, STEPHEN | 13\nCLAIMS:\n1. A\nvehicle\nsecurity system including a remote control device and a\nvehicle\nbattery\nhaving a controller, the controller arranged to reduce\nbattery\npower\nwhen\nthe\nvehicle\nmain propulsion means is turned off, and the controller arranged\nto\nreceive a unique code transmitted from the remote control device and to\nsubsequently selectively permit the\nbattery\nto supply sufficient power to\nstart the\nengine or engage the main propulsion means to drive the\nvehicle\n.\n2. A system according to claim 1, the controller limiting the\nbattery\nto\nsupply\npart power prior to receiving the unique code from the remote control device,\nthe\npart power not being sufficient to start the engine or enable the main\npropulsion\nmeans for driving the\nvehicle\n.\n3. A system according to claim 2, wherein the part power enables use of\naccessories and lighting.\n4. A system according to any one of claims 1 to 3, including the controller\nintegrated within or on an outer housing or casing of the\nbattery\n, or\nconnecting to\npositive and negative terminals of the\nbattery\nand incorporating alternative\nbattery\nterminals for replacement connection to the\nvehicle's\nelectrical\nsystem.\n5. A system according to any one of claims 1 to 4, wherein the remote\ncontrol\ndevice includes a keypad.\n6. A system according to any one of claims 1 to 5, wherein the controller\nselectively connects a positive\nbattery\nconnection to\nelectrical\nsystems of\nthe\nvehicle\n.\n7. A system according to any one of claims 1 to 6, further including\nvehicle\nmotion and/or vibration monitoring or detection means.\n14\n8. A system as claimed in claim 7, wherein an output of the vibration\nand/or\nmotion detection means is used by the controller to determine whether the\nbattery\nsupply should maintain partial or full power to the\nvehicle\nelectrical\nsystems.\n9. A system according to any one of claims 1 to 8, wherein the controller\ncontrols positive\nbattery\nterminal voltage based on received input from the\nremote\ncontrol device or a control signal from an authorised agent.\n10. A system according to claim 9, wherein the authorised agent is a law\nenforcement agency.\n11. A system according to any one of claims 1 to 10, wherein the\nvehicle\nis\na\nroad or off-road wheeled\nelectrically\npowered or petrol or diesel engined\nvehicle\n,\na powered boat or other powered watercraft, or a powered aircraft.\n12. A system according to any one of claims 1 to 11, wherein the system is\narranged such that detection of unauthorised jump starting or push starting of\nthe\nvehicle\nby the controller causes the controller to effect\nbattery\npower output\nreversal at the positive\nbattery\nterminal to collapse an\nelectrical\nfield of\nan\nalternator on the\nvehicle\nand stop the\nvehicle\nengine.\n13. A system according to any one of claims 1 to 12, wherein the controller\nis\narranged to receive a unique remote deactivation code, the unique remote\ndeactivation code determined by cross matching the\nvehicle\nor\nvehicle\nidentification to a unique\nbattery\nidentification.\n14. A system according to claim 13, wherein the unique remote deactivation\ncode disables the\nvehicle\nby reverting the\nbattery\nto a reverse power output\nor\npower absorption state.\n15. A system according to any one of claims 1 to 14, including an audible\nalert\ndevice associated with the\nbattery\nas an audible reminder for a\nvehicle\noperator\n15\nto input the unique code into the remote control device before attempting to\nstart\nthe engine or move the\nvehicle\n.\n16. A system according to any one of claims 1 to 15, including a locking\nmechanism provided for one or both positive and negative\nbattery\nterminals\nand/or\nbattery\ncasing to inhibit unauthorised removal or tampering of the\nbattery\nfrom the\nvehicle\n. | 2011902811 | Australia | 2011-07-14 | L'invention concerne un système de sécurité pour un véhicule comprenant un dispositif de commande à distance, comme un clavier (38), et une batterie de véhicule (10) comprenant un dispositif de commande (36) conçu pour réduire ou pour inverser l'alimentation par batterie lorsque le moteur du véhicule est coupé et conçu pour recevoir un code unique transmis depuis le dispositif de commande à distance et pour ensuite permettre sélectivement la fourniture d'une alimentation suffisante par la batterie pour le démarrage ou la conduite du véhicule. La batterie peut être une batterie de remplacement pour le véhicule ou peut être fournie comme pièce d'origine. La batterie peut être dotée d'un numéro de série unique directement associé au véhicule. Les autorités peuvent disposer d'un code d'accès pouvant être transmis à distance depuis un véhicule de police poursuivant le véhicule pour absorber sélectivement l'alimentation externe provenant du système électrique du véhicule en cas de vol ou d'utilisation non autorisée du véhicule. | True |
| 223 | Patent 2443038 Summary - Canadian Patents Database | CA 2443038 | NaN | ENERGY STORAGE DEVICE FOR LOADS HAVING VARIABLE POWER RATES | DISPOSITIF DE STOCKAGE D'ENERGIE POUR DES CHARGES A VARIATION DE L'ELECTRICITE FOURNIE | NaN | BHOLA, RAKESH, DASGUPTA, SANKAR, JACOBS, JAMES K. | 2008-08-05 | 2002-04-03 | RICHES, MCKENZIE & HERBERT LLP | English | ELECTROVAYA INC. | 22\nThe embodiments of the invention in which an exclusive property or privilege\nis claimed are\ndefined as follows:\n1. A rechargeable\nbattery\npower supply system comprising:\na rechargeable energy\nbattery\nhaving an energy\nbattery\nenergy density;\na rechargeable power\nbattery\nhaving a power\nbattery\nenergy density, the power\nbattery\nenergy density being less than the energy\nbattery\nenergy density;\na load structured to be driven by\nelectrical\nenergy, with the load comprising\na burst-type\ncharging source;\nfirst power supply circuitry structured and located to\nelectrically\nconnect\nthe rechargeable\npower\nbattery\nto the load so that the rechargeable power\nbattery\ncan supply\nelectrical\nenergy to the\nload through the first power supply circuitry and can receive\nelectrical\nenergy from the burst-type\ncharging source; and\nsecond power supply circuitry structured and located to\nelectrically\nconnect\nthe rechargeable\npower\nbattery\nto the rechargeable energy\nbattery\nso that the rechargeable\nenergy\nbattery\ncan supply\nelectrical\nenergy to the rechargeable power\nbattery\nthrough the second power\nsupply circuitry.\n2. The system of claim 1 wherein the second power supply circuitry comprises a\ncontroller structured to control the flow of\nelectrical\nenergy between the\nrechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n3. The system of claim 1 wherein the rechargeable energy\nbattery\nis non-\naqueous.\n4. The system of claim 3 wherein the rechargeable energy\nbattery\nis a lithium\nion\nbattery\n.\n5. The system of claim 1 wherein the second power supply circuitry is\nstructured so that\nthe energy\nbattery\nrecharges the power\nbattery\nin a substantially continuous\nmanner.\n6. A rechargeable\nbattery\npower supply system comprising:\na rechargeable energy\nbattery\nhaving an energy\nbattery\nenergy density;\n23\na rechargeable power\nbattery\nhaving a power\nbattery\nenergy density, the power\nbattery\nenergy density being less than the energy\nbattery\nenergy density;\na load structured to be driven by\nelectrical\nenergy;\nfirst power supply circuitry structured and located to\nelectrically\nconnect\nthe rechargeable\npower\nbattery\nto the load so that the rechargeable power\nbattery\ncan supply\nelectrical\nenergy to the\nload through the first power supply circuitry; and\nsecond power supply circuitry structured and located to\nelectrically\nconnect\nthe rechargeable\npower\nbattery\nto the rechargeable energy\nbattery\nso that the rechargeable\nenergy\nbattery\ncan supply\nelectrical\nenergy to the rechargeable power\nbattery\nthrough the second power\nsupply circuitry, with\nthe second power supply circuitry comprising a switch for controlling the flow\nof\nelectrical\nenergy\nbetween the rechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n7. The system of claim 6 wherein the second power supply circuitry comprises a\ncontroller structured to control the flow of\nelectrical\nenergy between the\nrechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n8. The system of claim 7 wherein the controller is structured to control the\nswitch so\nthat\nelectrical\nenergy flows from the rechargeable energy\nbattery\nto the\nrechargeable power\nbattery\nin\nbuck mode.\n9. The system of claim 7 wherein the controller is structured to control the\nswitch so\nthat\nelectrical\nenergy flows from the rechargeable energy\nbattery\nto the\nrechargeable power\nbattery\nin\nboost mode.\n10. The system of claim 7 wherein the controller is structured to control the\nswitch so\nthat\nelectrical\nenergy flows from the rechargeable energy\nbattery\nto the\nrechargeable power\nbattery\nin\neither of buck or boost mode depending upon a voltage level of the\nrechargeable energy\nbattery\nand a\nvoltage level of the rechargeable energy\nbattery\n.\n11. A\nvehicle\nwhere the power used to drive the\nvehicle\ninto motion comes at\nleast\npartially from\nbatteries\n, the\nvehicle\ncomprising:\na\nvehicle\nbody;\n24\nan\nelectric\nmotor, in the\nvehicle\nbody, structured to be driven by\nelectrical\nenergy and further\nstructured to drive the\nvehicle\ninto motion when the motor is driven by\nreceived\nelectrical\nenergy;\na rechargeable energy\nbattery\nhaving an energy\nbattery\nenergy density;\na rechargeable power\nbattery\nhaving a power\nbattery\nenergy density, the power\nbattery\nenergy density being less than the energy\nbattery\nenergy density;\nfirst power supply circuitry structured and located to\nelectrically\nconnect\nthe rechargeable\npower\nbattery\nto the\nelectric\nmotor so that the rechargeable power\nbattery\ncan\nsupply\nelectrical\nenergy to the\nelectric\nmotor through the first power supply circuitry; and\nsecond power supply circuitry structured and located to\nelectrically\nconnect\nthe rechargeable\npower\nbattery\nto the rechargeable energy\nbattery\nso that the rechargeable\nenergy\nbattery\ncan supply\nelectrical\nenergy to the rechargeable power\nbattery\nthrough the second power\nsupply circuitry, with\nthe second power supply circuitry comprising a switch for controlling the flow\nof\nelectrical\nenergy\nbetween the rechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n12. The system of claim 11 wherein the second power supply circuitry comprises\na\ncontroller structured to control the flow of\nelectrical\nenergy between the\nrechargeable power\nbattery\nand the rechargeable energy\nbattery\n.\n13. The system of claim 12 wherein the controller is structured to control the\nswitch so\nthat\nelectrical\nenergy flows from the rechargeable energy\nbattery\nto the\nrechargeable power\nbattery\nin\nbuck mode.\n14. The system of claim 12 wherein the controller is structured to control the\nswitch so\nthat\nelectrical\nenergy flows from the rechargeable energy\nbattery\nto the\nrechargeable power\nbattery\nin\nboost mode.\n15. The system of claim 12 wherein the controller is structured to control the\nswitch so\nthat\nelectrical\nenergy flows from the rechargeable energy\nbattery\nto the\nrechargeable power\nbattery\nin\neither of buck or boost mode depending upon a voltage level of the\nrechargeable energy\nbattery\nand a\nvoltage level of the rechargeable energy\nbattery\n. | 2,343,489 | Canada | 2001-04-05 | L'invention porte sur un dispositif de stockage d'énergie électrique permettant de stocker de l'électricité et d'acheminer l'électricité à un moteur en marche à différents niveaux d'électricité. Ledit dispositif comprend une batterie d'énergie connectée à une batterie électrique. La batterie d'énergie présente une densité d'énergie plus élevée que la batterie électrique. Cependant, cette dernière peut acheminer de l'électricité au moteur électrique en quantités différentes, afin d'assurer une alimentation suffisante au bon fonctionnement du moteur. La batterie électrique est rechargée en continu par la batterie de stockage d'énergie. Ainsi, la batterie électrique stocke temporairement de l'électricité en provenance de la batterie d'énergie et alimente en électricité en quantités différentes selon les besoins du moteur. Le dispositif de stockage d'énergie peut être connecté et être retiré d'une source électrique externe afin de recharger les deux batteries. Les deux batteries peuvent être rechargées de manière indépendante afin d'optimiser la recharge et la durée de vie desdites batteries. | True |
| 224 | Patent 2794707 Summary - Canadian Patents Database | CA 2794707 | NaN | CONTROL UNIT FOR HYBRIDVEHICLE | DISPOSITIF DE COMMANDE POUR VEHICULE HYBRIDE | NaN | YAMAZAKI, YUICHIRO | 2014-11-25 | 2011-03-31 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | Claims\n1. A control unit for a hybrid\nvehicle\n, the hybrid\nvehicle\nincluding:\nan engine;\na generator which generates\nelectric\npower by being driven by the engine;\na\nbattery\nwhich supplies\nelectric\npower to an\nelectric\nmotor; and\nthe\nelectric\nmotor which is connected to a drive shaft of the hybrid\nvehicle\nand\nwhich is driven by means of\nelectric\npower supplied from at least either of\nthe\nbattery\nand the generator,\nwherein the control unit includes:\na basic required output calculator for calculating a basic required output for\ndriving the hybrid\nvehicle\nbased on a driving speed of the hybrid\nvehicle\nand\nan\naccelerator pedal opening which corresponds to an accelerator pedal operation\nin the\nhybrid\nvehicle\n;\na gradient calculator for calculating a rising gradient of a road surface on\nwhich the hybrid\nvehicle\nruns;\na correction output calculator for calculating a correction output which is\nadded to the basic required torque based on the rising gradient; and\na target output calculator for calculating, when a required output which\nresults\nfrom adding the correction output to the basic required output is larger than\na\npredetermined value, based on the required output, a\nbattery\ntarget\nelectric\npower by\nwhich the\nbattery\nis required to output part of the required output and an\nengine target\noutput by which the engine is required to output the remaining of the required\noutput,\nwherein the target output calculator has:\n23\na basic\nbattery\ntarget\nelectric\npower calculator for calculating a basic\nbattery\ntarget\nelectric\npower for the\nbattery\nbased on the basic required\noutput;\na basic engine target output calculator for calculating a basic engine\ntarget output for the engine; and\na correction value calculator for calculating a\nbattery\ntarget\nelectric\npower correction value which is added to the basic\nbattery\ntarget\nelectric\npower and\nan engine target output correction value which is added to the basic engine\ntarget\noutput,\nwherein the\nbattery\ntarget\nelectric\npower is calculated by adding the\nbattery\ntarget\nelectric\npower correction value to the basic\nbattery\ntarget\nelectric\npower, and\nwherein the engine target output is calculated by adding the engine target\noutput correction value to the basic engine target output.\n2. The control unit of Claim 1,\nwherein the correction value calculator has a covering rate setting module for\nsetting a covering rate of the correction output by the\nbattery\nbased on the\nbasic\nengine target output, calculates the\nbattery\ntarget\nelectric\npower correction\nvalue\nbased on the correction output and the covering rate, and calculates the\nengine target\noutput correction value based on the correction output and the\nbattery\ntarget\nelectric\npower correction value.\n3. The control unit of Claim 2,\nwherein the engine is driven so as to trace a high efficient fuel consumption\nline, and\n24\nwherein the covering rate setting module sets the covering rate of the\ncorrection output by the\nbattery\nso that the basic engine target output\nbecomes smaller\nwhen the basic engine target output is smaller than a predetermined engine\noutput\nwhich is smaller than a maximum efficiency output at which the engine operates\nwith\na maximum efficiency than when the basic engine target output is the maximum\nefficiency output or larger.\n4. The control unit of Claim 3,\nwherein the covering rate setting module sets the covering rate of the\ncorrection output by the\nbattery\nso that the basic engine target output\nincreases from\nthe predetermined engine output towards the maximum efficiency output when the\nengine target output is equal to or larger than the predetermined engine\noutput and\nsmaller than the maximum efficiency output.\n5. The control unit of any one of Claims 2 to 4, further including:\na state-of-charge obtaining module for obtaining a state-of-charge of the\nbattery\n,\nwherein, when the state-of-charge is a predetermined value or smaller and the\ncorrection output is smaller than a predetermined correction output, the\ncovering rate\nsetting module sets the covering rate of the correction output by the\nbattery\nso that the\nbattery\ndoes not cover the correction output at all.\n6. The control unit of any one of Claims 2 to 4, further including:\na state-of-charge obtaining module for obtaining a state-of-charge of the\nbattery\n,\nwherein, when the state-of-charge is a predetermined value or larger, the\ncovering rate setting module sets the covering rate of the correction output\nby the\nbattery\nso that the\nbattery\ncovers the correction output in whole.\n7. The control unit of any one of Claims 2 to 4, further including:\na state-of-charge obtaining module for obtaining a state-of-charge of the\nbattery\n,\nwherein, when the state-of-charge is a predetermined value or smaller and the\ncorrection output is larger than a predetermined correction output, the\ncorrection\noutput calculator limits the correction output to the predetermined correction\noutput,\nand\nwherein the covering rate setting module sets the covering rate of the\ncorrection output by the\nbattery\nso that the\nbattery\ndoes not cover the\ncorrection\noutput at all.\n8. The control unit of Claim 6 or 7,\nwherein, when the state-of-charge is a predetermined value or larger, the\ncovering rate setting module sets the covering rate of the correction output\nby the\nbattery\nso that the\nbattery\ncovers the correction output in whole.\n26 | 2010-086848 | Japan | 2010-04-05 | La présente invention concerne un dispositif de commande de véhicule hybride permettant d'augmenter les effets d'efficacité fonctionnelle et de rendement énergétique par le biais d'une augmentation du rendement de la source d'entraînement dans un véhicule équipé d'un moteur électrique comme source d'entraînement, sans entraîner d'inconfort pour le conducteur. Le dispositif de commande de véhicule hybride de série est équipé : d'une unité de dérivation de sortie demandée de base qui dérive la sortie demandée de base, c'est-à-dire la sortie demandée dudit véhicule, sur la base de la vitesse du véhicule et de l'ouverture de la pédale d'accélérateur ; d'une unité de dérivation de l'inclinaison qui dérive le degré d'inclinaison de montée de la route sur laquelle circule ledit véhicule ; d'une unité de dérivation de sortie corrigée qui dérive une sortie corrigée en fonction du degré d'inclinaison de montée qui est ajouté à la sortie demandée de base ; et d'une unité de dérivation de sortie cible qui, lorsqu'une sortie demandée dans laquelle la sortie corrigée a été ajoutée à la sortie demandée de base est supérieure à une valeur prescrite, dérive, selon la sortie demandée susmentionnée, une puissance de condensateur cible qui est demandée à un condensateur de façon à sortir une partie de la sortie demandée et une sortie de moteur à combustion interne cible qui est demandée à un moteur à combustion interne de façon à sortir la sortie demandée restante. | True |
| 225 | Patent 3044209 Summary - Canadian Patents Database | CA 3044209 | NaN | PLUG-IN BUSSEDELECTRICALCENTER FOR AN ENERGY STORAGE MODULE | CENTRE DE RACCORDEMENT ELECTRIQUE PAR BUS BRANCHE DESTINE A UN MODULE DESTOCKAGE D'ENERGIE | NaN | MASKEW, BRIAN J., MORROW, BRIAN C., GASAWAY, TIMOTHY A. | 2021-09-14 | 2013-06-13 | SMART & BIGGAR LP | English | ALLISON TRANSMISSION, INC. | 85135876\nCLAIMS:\n1. A plug-in bussed\nelectrical\ncenter for use in an energy storage module,\ncomprising:\na modular removable connector formed of\nelectrically\ninsulative material\nhaving a\n5 plurality of internal terminal connectors and a plurality of\nexternal terminal\nconnectors;\na plurality of high voltage contactors configured to\nelectrically\nconnect one\nor more of\nthe internal terminal connectors with one or more of the external terminal\nconnectors;\n10 wherein the plurality of internal terminal connectors are configured\nto\nelectrically\nconnect to one or more corresponding internal terminals in a high-voltage\njunction\nbox, and the plurality of external terminal connectors are configured to\nelectrically\nconnect to one or more corresponding external terminals in the high-voltage\njunction box;\n15 wherein one or more of the internal terminal connectors, and one or\nmore of the\nexternal terminal connectors rigidly extend away from the connector; and\nwherein the internal terminals are\nelectrically\nconnected to a\nbattery\narray\nhaving a\nplurality of\nbattery\ncells.\n20 2. The plug-in bussed\nelectrical\ncenter of claim 1, wherein the\nexternal terminals are\nelectrically\nconnected to an energy storage module for a hybrid\nvehicle\ndrive\nsystem,\nthe\nbattery\narray having a potential difference of at least 300 volts.\n3. The plug-in bussed\nelectrical\ncenter of claim 1 or 2, further comprising\nan insulated\n25 external housing.\n4. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 3,\nfurther comprising a\ncurrent sensor.\nDate Recue/Date Received 2020-10-05\n85135876\n46\n5. The plug-in bussed\nelectrical\ncenter of claim 4, further comprising a\ncurrent sensor\nconnector which is\nelectrically\nconnected to the current sensor.\n6. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 5,\nfurther comprising a\nfuse.\n7. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 6,\nfurther comprising a\nhigh voltage sense connector.\n8. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 7,\nfurther comprising a\nlow voltage connector.\n9. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 8,\nfurther comprising\nhigh voltage contactors.\n10. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 9,\nwherein one of or both\n(1) the plurality of internal terminal connectors rigidly extend from the\nmodular\nremovable connector and (2) the plurality of external terminal connectors\nrigidly\nextend from the modular removable connector.\n11. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 10,\nwherein one or more\nof the plurality of internal terminal connectors is/are bus bar blade\nconnectors.\n12. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 11,\nwherein one or more\nof the plurality of external terminal connectors is/are bus bar blade\nconnectors.\n13. The plug-in bussed\nelectrical\ncenter of any one of claims 1 to 12,\nwherein the energy\nstorage module includes:\na primary enclosure;\nDate Recue/Date Received 2020-10-05\n85135876\n47\na\nbattery\narray located within the primary enclosure, the\nbattery\narray having\na\nplurality of\nbattery\ncells;\na plurality of high voltage connection terminals, the high voltage connection\nterminals\nadapted to receive a corresponding plurality of external high voltage\nconductors;\nwherein the plug-in bussed\nelectrical\ncenter is operable to\nelectrically\nconnect at least\none of the plurality of high voltage connection terminals to the\nbattery\narray.\n14. The plug-in bussed\nelectrical\ncenter of claim 13, wherein the primary\nenclosure has\nsubstantially rigid walls.\n15. The plug-in bussed\nelectrical\ncenter of any of claims 13 or 14, wherein\nthe bussed\nelectrical\ncenter further comprises at least one high voltage contactor.\n16. The plug-in bussed\nelectrical\ncenter of any of claims 13 to 15, wherein\nthe high-\nvoltage junction box is mounted to the primary enclosure, the high-voltage\njunction\nbox including at least one internal terminal\nelectrically\nconnected to the\nbattery\narray\nby a plurality of internal high-voltage conductors, the high-voltage junction\nbox also\nhaving at least one external terminal configured to\nelectrically\nconnect to at\nleast one\nexternal high-voltage conductor.\n17. An energy storage module, comprising:\na primary enclosure;\na\nbattery\narray located within the primary enclosure, the\nbattery\narray having\na\nplurality of\nbattery\ncells, wherein the\nbattery\narray has a potential\ndifference of at\nleast 300 volts adapted to supply\nelectrical\nenergy to a hybrid\nvehicle\n;\na high-voltage junction box mounted to the primary enclosure, the high-voltage\njunction box including at least one internal terminal\nelectrically\nconnected\nto the\nbattery\narray by a plurality of internal high-voltage conductors, the high-\nvoltage\njunction box also having at least one external terminal configured to\nelectrically\nconnect to at least one external high-voltage conductor; and\nDate Recue/Date Received 2020-10-05\n85135876\n48\na plug-in bussed\nelectrical\ncenter formed of\nelectrically\ninsulative material\nand\nmounted in the high-voltage junction box, the plug-in bussed\nelectrical\ncenter\nhaving:\none or more high-voltage contactors;\nat least one internal terminal connector rigidly extending away from the plug-\nin\nbussed\nelectrical\ncenter and configured to\nelectrically\nconnect to the\ncorresponding at least one internal terminal in the high-voltage junction box;\nand\nat least one external terminal connector rigidly extending away from the plug-\nin\nbussed\nelectrical\ncenter and configured to\nelectrically\nconnect to the\ncorresponding at least one external terminal in the high-voltage junction box;\nwherein the plug-in bussed\nelectrical\ncenter is configured to\nelectrically\nconnect\none or more of the internal terminal connectors with one or more of the\nexternal terminal connectors using the one or more high-voltage contactors.\n18. The energy storage module of claim 17, wherein the at least one\ninternal terminal is\nadapted to receive the corresponding at least one internal terminal connector,\nand the\nat least one external terminal is adapted to receive the at least one external\nterminal\nconnector.\n19. The energy storage module of any of claims 17 or 18, wherein the at\nleast one internal\nterminal connector and the at least one external terminal connector are bus\nbar blade\nconnectors.\n20. The energy storage module of any of claims 17 to 19, wherein the plug-\nin bussed\nelectrical\ncenter further comprises a current sensor.\n21. The energy storage module of claim 20, wherein the plug-in bussed\nelectrical\ncenter\nfurther comprises a current sensor connector which is\nelectrically\nconnected\nto the\ncurrent sensor.\nDate Recue/Date Received 2020-10-05\n85135876\n49\n22. The energy storage module of any of claims 17 to 21, wherein the plug-\nin bussed\nelectrical\ncenter further comprises a fuse.\n23. The energy storage module of any of claims 17 to 22, wherein the plug-\nin bussed\nelectrical\ncenter further comprises a high voltage sense connector.\n24. The energy storage module of any of claims 17 to 23, wherein the plug-\nin bussed\nelectrical\ncenter further comprises a low voltage connector.\nDate Recue/Date Received 2020-10-05 | 61/659215 | United States of America | 2012-06-13 | Une baie de distribution de l'alimentation branchable à utiliser dans un module de stockage dénergie comprend un connecteur modulaire amovible formé dun matériau à isolation électrique comportant plusieurs bornes de raccordement. Les bornes de raccordement sont configurées pour coupler une batterie conçue pour alimenter un véhicule hybride en énergie avec un système d'entraînement de véhicule hybride. Les bornes de raccordement sont couplées à la batterie au moyen de connecteurs enfichables. | True |
| 226 | Patent 3013743 Summary - Canadian Patents Database | CA 3013743 | NaN | DIOXAZOLONES AND NITRILE SULFITES AS ELECTROLYTE ADDITIVES FOR LITHIUM-IONBATTERIES | DIOXAZOLONES ET SULFITES DE NITRILE COMME ADDITIFS ELECTROLYTES DANS LES BATTERIES AU LITHIUM-ION | NaN | DAHN, JEFFERY RAYMOND, HYNES, TOREN, HALL, DAVID SCOTT | 2021-09-14 | 2018-08-09 | GOWLING WLG (CANADA) LLP | English | TESLA, INC., PANASONIC CORPORATION | CLAIMS\nWhat is claimed is:\n1. A nonaqueous electrolyte for a lithium ion\nbattery\ncomprising at least\none lithium\nsalt, at least one nonaqueous solvent, and an additive component comprising at\nleast one\noperative additive from:\nthe group consisting of R-substituted nitrile sulfite compounds according to\nFormula (III):\n0\n0\n0\nwherein R is any alkyl or aromatic substituent.\n2. The nonaqueous electrolyte of claim 1, wherein a concentration of the at\nleast one\noperative additive is in a range from 0.01 to 6 wt. %, based on the total\nweight of the nonaqueous\nelectrolyte.\n3. The nonaqueous electrolyte of claim 1, wherein the concentration of the\nat least\none operative additive is about 2 wt. %, based on the total weight of the\nnonaqueous electrolyte.\n4. The nonaqueous electrolyte of claim 1, wherein the additive component\nincludes\n.. ethylene sulfate.\n5. The nonaqueous electrolyte of claim 1, wherein the additive component\nincludes\nlithium difluorophosphate.\n6. The nonaqueous electrolyte of claim 1, wherein the additive component\nincludes\nvinylene carbonate, fluoroethylene carbonate, or combinations thereof.\n7. The nonaqueous electrolyte of claim 1, wherein the at least one\nnonaqueous\nsolvent is a carbonate solvent.\n27\nDate Recue/Date Received 2020-09-29\n8. The nonaqueous electrolyte of claim 7, wherein the at least one\nnonaqueous\nsolvent is selected from ethylene carbonate and dimethyl carbonate.\n9. The nonaqueous electrolyte of claim 1, further comprising a second\nnonaqueous\nsolvent.\n10. A lithium-ion\nbattery\ncomprising:\na negative electrode;\na positive electrode; and\na nonaqueous electrolyte comprising a lithium salt dissolved in at least one\nnonaqueous solvent, and an additive component comprising at least one\noperative\nadditive from the group consisting of R-substituted nitrile sulfite compounds\naccording to\nFormula (III):\n0\n\\n= 0\n0\nwherein R is any alkyl or aromatic substituent.\n11. The lithium-ion\nbattery\nof claim 10, wherein a concentration of the at\nleast one\noperative additive is in a range from 0.01 to 6 wt. %, based on the total\nweight of the nonaqueous\nelectrolyte.\n12. The lithium-ion\nbattery\nof claim 10, wherein the concentration of the\nat least one\noperative additive is 2 wt. %, based on the total weight of the nonaqueous\nelectrolyte.\n13. The lithium-ion\nbattery\nof claim 10, wherein the additive component\nincludes\nethylene sulfate.\n14. The lithium-ion\nbattery\nof claim 10, wherein the additive component\nincludes\nlithium difluorophosphate.\n28\nDate Recue/Date Received 2020-09-29\n15. The lithium-ion\nbattery\nof claim 10, wherein the additive component\nincludes\nvinylene carbonate, fluoroethylene carbonate, or combinations thereof.\n16. The lithium-ion\nbattery\nof claim 10, wherein the nonaqueous solvent is\na\ncarbonate solvent.\n17. The lithium-ion\nbattery\nof claim 16, wherein the at least one\nnonaqueous solvent\nis selected from ethylene carbonate and dimethyl carbonate.\n18. The lithium-ion\nbattery\nof claim 10, further comprising a second\nnonaqueous\nsolvent.\n19. The lithium-ion\nbattery\nof claim 10, wherein the lithium-ion\nbattery\nhas 95%\nretention of initial capacity after 200 cycles between 3.0 V and 4.3 V at a\ncharging rate of C/3\nCCCV at 40 C.\n20. The lithium-ion\nbattery\nof claim 10, wherein the lithium-ion\nbattery\nhas 95%\nretention of initial capacity after 400 cycles between 3.0 V and 4.3 V at a\ncharging rate of C/3\nCCCV at 40 C.\n21. An\nelectric\nvehicle\nwith a rechargeable\nbattery\ncomprising:\na drive motor;\na gear box;\nelectronics; and\na\nbattery\nsystem comprising a negative electrode, a positive electrode, and a\nnonaqueous electrolyte,\nwherein,\nthe nonaqueous electrolyte comprises a lithium salt dissolved in at least\none nonaqueous solvent, and an additive component comprising at least one\noperative additive from the group consisting of R-substituted nitrile sulfite\ncompounds according to Formula (III):\n29\nDate Recue/Date Received 2020-09-29\n0\n\\nõIL 0\n0\nwherein R is any alkyl or aromatic substituent.\n22. The\nelectric\nvehicle\nof claim 21, wherein a concentration of the at\nleast one\n.. operative additive is in a range from 0.01 to 6 wt. %, based on the total\nweight of the nonaqueous\nelectrolyte.\n23. The\nelectric\nvehicle\nof claim 21, wherein the concentration of the at\nleast one\noperative additive is 2 wt. %, based on the total weight of the nonaqueous\nelectrolyte.\n24. The\nelectric\nvehicle\nof claim 21, wherein the additive component\nincludes\nethylene sulfate.\n25. The\nelectric\nvehicle\nof claim 21, wherein the additive component\nincludes lithium\n.. difluorophosphate.\n26. The\nelectric\nvehicle\nof claim 21, the additive component includes\nvinylene\ncarbonate, fluoroethylene carbonate, or combinations thereof.\n27. The\nelectric\nvehicle\nof claim 21, wherein the nonaqueous solvent is a\ncarbonate\nsolvent.\n28. The\nelectric\nvehicle\nof claim 27, wherein the at least one nonaqueous\nsolvent is\nselected from ethylene carbonate and dimethyl carbonate.\n29. The\nelectric\nvehicle\nof claim 21, further comprising a second\nnonaqueous solvent.\n30. The\nelectric\nvehicle\nof claim 21, wherein the\nbattery\nsystem has 95%\nretention of\ninitial capacity after 200 cycles between 3.0 V and 4.3 V at a charging rate\nof C/3 CCCV at\n.. 40 C.\nDate Recue/Date Received 2020-09-29\n31.\nThe\nelectric\nvehicle\nof claim 21, wherein the\nbattery\nsystem has 95% retention\nof\ninitial capacity after 400 cycles between 3.0 V and 4.3 V at a charging rate\nof C/3 CCCV at\n40 C.\n31\nDate Recue/Date Received 2020-09-29 | 16/045,082 | United States of America | 2018-07-25 | Des additifs délectrolyte montrent une durée de vie accrue par rapport à un système délectrolytes sans additif ou nen comportant quun seul. Cependant, comme les additifs peuvent être dispendieux et difficiles dinclusion dans les batteries au lithium-ion à léchelle manufacturière, des systèmes de batterie plus simples, mais efficaces, sont nécessaires, y compris des systèmes comportant peu dadditifs. Des systèmes de batterie améliorés ont été mis au point pour les batteries au lithium-ion. Les systèmes améliorés comprennent un électrolyte non aqueux, dont un ou plusieurs sels de lithium, un ou plusieurs solvants non aqueux et un additif ou un mélange dadditifs comprenant un ou plusieurs additifs fonctionnels sélectionnés dans un groupe de composés déclarés, dont un 1,4,2-dioxazol-5-ones substitué de 3-aryl et un 3-phenyl-1,3,2,4-dioxathiazole 2-oxyde. | True |
| 227 | Patent 3153993 Summary - Canadian Patents Database | CA 3153993 | NaN | THERMAL MANAGEMENT SYSTEM FORELECTRICVEHICLE | SYSTEME DE GESTION THERMIQUE POUR VEHICULE ELECTRIQUE | NaN | BRUNEAU, SAMUEL, ACHARD, PAUL, GAGNON, MARC-OLIVIER | NaN | 2020-11-06 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | TAIGA MOTORS INC. | CA 03153993 2022-03-10\nWO 2021/087620\nPCT/CA2020/051512\nCLAIMS\n1. A thermal management system for an\nelectric\nvehicle\n, the system\ncomprising:\na pump;\na heater;\na heat exchanger; and\na first valve and a second valve, each moveable between at least a first\nposition\nand a second position; and\na number of fluid pathways fluidically interconnecting the pump, heater, heat\nexchanger and the first and second valves;\nthe system operable in a number of modes including:\na first mode with the first valve in the first position and the second valve\nin the second position to configure the fluid pathways to form a first fluid\ncirculation loop extending through the heater and a\nbattery\npack of the\nvehicle\n,\nthe pump to circulate fluid heated by the heater through the first circulation\nloop\nto heat the\nbattery\npack; and\na second mode with the first valve in the second position and the second\nvalve in an off position to configure the fluid pathways to form a second\nfluid\ncirculation loop extending through an\nelectric\nmotor and motor controller of\nthe\nvehicle\nand the heat exchanger, the pump to circulate fluid through the second\ncirculation loop to expel heat from the motor and motor controller via the\nheat\nexchanger while bypassing the\nbattery\npack.\n2. The thermal management system of claim 1, the first fluid circulation\nloop\nextending from the pump through the first valve, from the first valve though\nthe heater,\nfrom the heater through the\nbattery\npack, and from the\nbattery\npack through\nthe second\nvalve, and returning to the pump from the second valve.\n3. The thermal management system of claim 1, the second fluid circulation\nloop\nextending from the pump through the first valve, from the first valve through\nthe motor\n16\nRECTIFIED SHEET (RULE 91.1)\nCA 03153993 2022-03-10\nWO 2021/087620\nPCT/CA2020/051512\nand motor controller of the\nvehicle\n, and returning to the pump through the\nheat\nexchanger.\n4. The thermal management system of claim 1, including:\na third mode with the first and second valves each in their respective first\nposition to configure the fluid pathways form a third fluid circulation loop\nextending\nthrough the heater,\nbattery\npack, a motor and motor controller of the\nvehicle\n,\nand the\nheat exchanger, the pump to circulate fluid through the second circulation\nloop to expel\nheat from the\nbattery\npack, motor and motor controller via the heat exchanger,\nthe heater\nbeing inactivated.\n5. The thermal management system of claim 4, the third fluid circulation\nloop\nextending from the pump through the first valve, from the first valve though\nthe heater,\nfrom the heater through the\nbattery\npack, from the\nbattery\npack through the\nsecond\nvalve, from the second valve through a motor and a motor controller of the\nvehicle\n, and\nreturning to the pump through the heat exchanger.\n6. The thermal management system of claim 4, wherein the operable mode is\nselected based on operating temperatures of the motor and motor controller and\non an\noperating temperature and a state of charge of the\nbattery\npack.\n7. The thermal management system of claim 6, the system to operate in the\nfirst\nmode when:\nan operating temperature of the\nbattery\npack is less than a minimum threshold\ntemperature;\na state of charge of the\nbattery\npack is greater than a minimum charge\nthreshold;\nand\noperating temperatures of secondary components of the\nvehicle\n, including the\nmotor and motor controller, are less than a thermal cutback temperature.\n17\nRECTIFIED SHEET (RULE 91.1)\nCA 03153993 2022-03-10\nWO 2021/087620\nPCT/CA2020/051512\n8 The thermal management system of claim 6, the system to operate in the\nsecond\nmode when:\nan operating temperature of the\nbattery\npack is less than a minimum threshold\ntemperature;\na state of charge of the\nbattery\npack is greater than a minimum charge\nthreshold;\nand\nan operating temperature of a secondary component of the\nvehicle\n, including\nthe\nmotor and motor controller, is at least equal to the thermal cutback\ntemperature.\n9. The thermal management system of claim 6, the system to operate in the\nsecond\nmode when:\nan operating temperature of the\nbattery\npack is greater than a minimum\nthreshold\ntemperature and less than a maximum threshold temperature; and\na temperature of a secondary component is greater than a cooling temperature\nthreshold.\n10. The thermal management system of claim 6, the system to operate in the\nsecond\nmode when:\nan operating temperature of the\nbattery\npack is less than a minimum threshold\ntemperature;\na state of charge of the\nbattery\npack is less than a minimum charge threshold;\nand\na temperature of a secondary component is greater than a cooling temperature\nthreshold.\n11. The thermal management system of claim 6, the system to operate in the\nthird\nmode when:\nan operating temperature of the\nbattery\npack is greater than a maximum\nthreshold temperature.\n18\nRECTIFIED SHEET (RULE 91.1)\nCA 03153993 2022-03-10\nWO 2021/087620\nPCT/CA2020/051512\n12. The thermal management system of claim 6, wherein an operating\ntemperature\nof the\nbattery\npack represents a temperature of a hottest\nbattery\ncell of the\nbattery\npack\nand a temperature of a coolest\nbattery\ncell of the\nbattery\npack.\n13. The thermal management system of claim 6, wherein an operating\ntemperature\nof the\nbattery\npack represents an average temperature of a number of\nbattery\ncells\nforming the\nbattery\npack.\n14. The thermal management system of claim 6, wherein an operating\ntemperature\nof the\nbattery\npack represents an average temperature of a number of\nbattery\nmodules\nforming the\nbattery\npack.\n15. The thermal management system of claim 1, the first and second valves\neach\ncomprising a 3-way valve.\n16. A thermal management system for an\nelectric\nvehicle\ncomprising:\na pump to pump a thermal transfer fluid through a number of circulation loops;\nan\nelectric\nheater to heat the thermal transfer fluid;\na heat exchanger to expel heat from the thermal transfer fluid;\na number of valves; and\na number of fluid pathways fluidically interconnecting the pump, heater, heat\nexchanger and valves;\nwherein the valves are controllable to a number of different positions to form\nthe\nnumber of circulation loops, the number of circulation loops including:\na\nbattery\nheating circulation loop extending through the heater for\nheating a\nbattery\npack of the\nvehicle\n;\na secondary components cooling circulation loop extending through the\nheat exchanger to cool secondary components of the\nvehicle\n, including a motor\nand a motor controller; and\na\nbattery\ncooling circulation loop extending through the heat exchanger\nto cool the\nbattery\npack.\n19\nRECTIFIED SHEET (RULE 91.1)\nCA 03153993 2022-03-10\nWO 2021/087620\nPCT/CA2020/051512\n17. The thermal management system of claim 16, where the secondary\ncomponents\ncooling circulation loop and the\nbattery\ncooling circulation loop are operable\ntogether.\n18. An\nelectric\nvehicle\nincluding:\nan\nelectric\nmotor;\nan electronic motor controller; and\na thermal management system comprising:\na pump;\na heater;\na heat exchanger;\na first valve and a second valve, each moveable between at least a first\nposition and a second position; and\na number of fluid pathways fluidically interconnecting the pump, heater,\nheat exchanger and the first and second valves;\nthe thermal management system operable in a number of modes\nincluding:\na first mode with the first valve in the first position and the\nsecond valve in the second position to configure the fluid pathways to\nform a first fluid circulation loop extending through the heater and a\nbattery\npack of the\nvehicle\n, the pump to circulate fluid heated by the\nheater through the first circulation loop to heat the\nbattery\npack; and\na second mode with the first valve in the second position and the\nsecond valve in an off position to configure the fluid pathways to form a\nsecond fluid circulation loop extending through the motor and motor\ncontroller and the heat exchanger, the pump to circulate fluid through the\nsecond circulation loop to expel heat from the motor and motor controller\nvia the heat exchanger while bypassing the\nbattery\npack.\n19. The thermal management system of claim 18, including:\nRECTIFIED SHEET (RULE 91.1)\nCA 03153993 2022-03-10\nWO 2021/087620\nPCT/CA2020/051512\na third mode with the first and second valves each in their respective first\nposition to configure the fluid pathways form a third fluid circulation loop\nextending\nthrough the heater,\nbattery\npack, a motor and motor controller of the\nvehicle\n,\nand the\nheat exchanger, the pump to circulate fluid through the second circulation\nloop to expel\nheat from the\nbattery\npack, motor and motor controller via the heat exchanger,\nthe heater\nbeing inactivated.\n20. The\nelectric\nvehicle\nof claim 18, wherein the\nelectric\nvehicle\ncomprises and\nelectric\npowersport\nvehicle\n.\n21\nRECTIFIED SHEET (RULE 91.1) | 62/931,903 | United States of America | 2019-11-07 | La présente invention concerne un système de gestion thermique pour un véhicule électrique comprenant une pompe permettant de pomper un fluide de transfert thermique à travers un certain nombre de boucles de circulation, un appareil de chauffage électrique permettant de chauffer le fluide de transfert thermique, un échangeur de chaleur permettant d'expulser la chaleur du fluide de transfert thermique, un certain nombre de soupapes et un certain nombre de voies de fluide raccordant entre eux de façon fluidique la pompe, l'appareil de chauffage, l'échangeur de chaleur et les soupapes. Les soupapes peuvent être commandées vers un certain nombre de positions différentes pour former le nombre de boucles de circulation, le nombre de boucles de circulation comprenant une boucle de circulation de chauffage de batterie s'étendant à travers l'appareil de chauffage pour chauffer un bloc-batterie du véhicule, une boucle de circulation de refroidissement de composants secondaires s'étendant à travers l'échangeur de chaleur pour refroidir des composants secondaires du véhicule, comprenant un moteur et un dispositif de commande de moteur et une boucle de circulation de refroidissement de batterie s'étendant à travers l'échangeur de chaleur pour refroidir le bloc-batterie. | True |
| 228 | Patent 2986272 Summary - Canadian Patents Database | CA 2986272 | NaN | MID-ENGINED EXTENDED RANGEELECTRICVEHICLE | VEHICULE ELECTRIQUE A MOTEUR CENTRAL A PLAGE ETENDUE | NaN | JIN, PU | 2018-08-07 | 2016-01-13 | BORDEN LADNER GERVAIS LLP | English | TECHNOLOGIES' XANADU OF RESONATORY-SOLAR-SYSTEMED CO., LTD. | CLAIMS:\n1. A mid-engine extended range\nelectric\nvehicle\n, comprising a\nvehicle\nbody, a\nturbo\nshaft engine, a\nbattery\npack, an\nelectric\ngenerator, a\nvehicle\ncontrol unit,\ndrive motors, a gas\ncontroller, a\nbattery\ncontroller, a gas storage tank and an intake box,\nwherein\nthe\nvehicle\nbody comprises a\nvehicle\nmain body, and bottom structure of the\nvehicle\nmain body forms frames of the\nvehicle\n,\nthe turbo shaft engine is arranged on the frames between front and rear axles\nand\nnear to the rear axle, an air inlet of the turbo shaft engine faces a tail of\nthe\nvehicle\n, and an\naxis of an output shaft of the turbo shaft engine is located on a symmetry\nplane of the\nvehicle\nbody,\nthe intake box is communicated with the air inlet of the turbo shaft engine\nand\narranged behind the turbo shaft engine, the intake box is also communicated\nwith intake\ngrilles on a covering piece of the\nvehicle\nbody via pipelines,\nthe\nbattery\npack is arranged on the frames in front of the turbo shaft engine,\na rotor of the\nelectric\ngenerator and the output shaft of the turbo shaft\nengine are\nconnected to each other, and the\nelectric\ngenerator is located between the\nturbo shaft engine\nand the intake box,\nthe drive motors drive front and rear wheels to rotate,\n- 16 -\nthe\nvehicle\ncontrol unit comprises a converter and an inverter, the\nelectric\ngenerator\nis a three-phase high speed permanent magnet motor, wherein a three-phase\noutput end of\nthe three-phase high speed permanent magnet motor is connected to a three-\nphase end of\nthe converter, DC ends of the converter are connected to a DC input end of the\nbattery\ncontroller and a DC input end of the inverter, respectively, and a three-phase\noutput end of\nthe inverter is connected to a three-phase end of each of the drive motors,\nand\nthe gas controller controls supplement of gas to a combustion chamber of the\nturbo\nshaft engine.\n2. The mid-engine extended range\nelectric\nvehicle\naccording to claim 1,\nwherein the\nvehicle\nmain body is composed of a front suspension cabin, a rear suspension\ncabin and a\nsafety cabin, the\nvehicle\ncontrol unit is arranged on the frames within the\nfront suspension\ncabin, and the gas storage tank is arranged in front of the turbo shaft\nengine.\n3. The mid-engine extended range\nelectric\nvehicle\naccording to claim 2,\nwherein the\nsafety cabin is made of carbon fiber materials, and the front and rear\nsuspension cabins are\nof the frame structures of aluminum alloy pipes.\n- 17 -\n4. The mid-engine extended range\nelectric\nvehicle\naccording to claim 1,\nwherein\nthere are two intake grilles, which are symmetrically located on rear fenders\non both sides\nof the\nvehicle\nbody and are communicated with the intake box via two\nsymmetrical pipelines.\n5. The mid-engine extended range\nelectric\nvehicle\naccording to claim 1,\nfurther\ncomprising two\nbattery\nradiators, wherein inlet grilles of the two\nbattery\nradiators are\nrespectively symmetrically arranged below head lights of the\nvehicle\n, and cold\nair passages\nof the\nbattery\nradiators are directly guided to the\nbattery\npack to constantly\ncool down the\nbattery\npack using cold air generated during running of the\nvehicle\n.\n6. The mid-engine extended range\nelectric\nvehicle\naccording to any one of\nclaims 1\nto 5, wherein suspensions of the front and rear wheels are double wishbone\nindependent\nsuspensions.\n- 18 - | 201510259749.2 | China | 2015-05-20 | L'invention concerne un véhicule électrique à moteur central à plage étendue comprenant une carrosserie, un turbomoteur (1), un bloc-batterie (2), un générateur électrique (3), une unité de commande de véhicule (4), un moteur d'entraînement (5), un dispositif de commande de gaz combustible (6), un dispositif de commande de batterie (7), un réservoir de stockage de gaz (8) et un boîtier d'admission d'air (12). La carrosserie comprend un corps de carrosserie, un châssis de véhicule étant formé comme une structure inférieure du corps de carrosserie ; le turbomoteur (1) est installé et agencé entre un essieu avant et un essieu arrière et est à proximité du châssis de véhicule de l'essieu arrière ; un axe d'un arbre de sortie du turbomoteur (1) est situé sur un plan de symétrie de la carrosserie d'un véhicule, et une admission d'air du turbomoteur (1) fait face à l'arrière du véhicule ; le boîtier d'admission d'air (12) est en communication avec l'admission d'air du turbomoteur (1) ; et le boîtier d'admission d'air (12) est en communication avec une grille d'admission d'air sur un panneau de revêtement de carrosserie au moyen d'un pipeline. Le véhicule électrique présente une grande efficacité de conversion d'énergie, une bonne performance de fonctionnement, une grande endurance de kilométrage ainsi qu'une résistance élevée de structure de carrosserie. | True |
| 229 | Patent 2865330 Summary - Canadian Patents Database | CA 2865330 | NaN | ALL-ELECTRICPOWERED ANFOVEHICLE | VEHICULE ANFO A ALIMENTATION TOTALEMENT ELECTRIQUE | NaN | RUDINEC, STEPHEN A. | 2017-05-16 | 2013-01-10 | POWELL, MATTHEW D. | English | J.H. FLETCHER & CO. | What is claimed is:\n1. An all-\nelectric\npowered ANFO\nvehicle\ncomprising:\na support structure including a first section and\nsecond section dimensionally configured to operate in an\nunderground mine;\na platform located on the second section of the\nsupport structure;\na first container including an explosive component\nmounted to a first location on the platform;\na second container including an explosive component\nmounted to a second location on the platform, the second\nlocation being a location separate from the first location;\na self-contained\nbattery\nmodule removably mounted on\nthe support structure;\na pair of wheel sets coupled to the support\nstructure, with each wheel set including two wheels, with\none wheel of each wheel set rotatably coupled on each side\nof the support structure;\na lift apparatus extending upwards above the top\nsurface of the platform, the lift apparatus having a first\nend and a second end, the first end coupled to the second\nsection of the support structure, the second end of the\nlift apparatus attached to a personnel carrier configured\nto support a human above the top surface of the platform,\nthe lift apparatus further including conduits in fluid\ncommunication with the containers;\n- 18 -\nan AC induction motor mounted on the support\nstructure and coupled to at least one wheel and the\nbattery\nmodule;\na motor controller including a DC/AC inverter\ncoupled to the AC induction motor and the\nbattery\nmodule;\nand\na\nvehicle\ncontroller coupled to the motor\ncontroller.\n2. The all-\nelectric\nvehicle\nof claim 1, including a\nheat sink mounted on the motor controller.\n3. The all-\nelectric\nvehicle\nof claim 1, further\ncomprising another AC induction motor mounted on the\nsupport structure and coupled to another wheel and the\nbattery\nmodule.\n4. The all-\nelectric\nvehicle\nof claim 1, wherein the\nfirst section and the second section of the support\nstructure are connected with a steering section configured\nto move the first section angularly relative to the second\nsection.\n5. The all-\nelectric\nvehicle\nof claim 4, wherein the\nsteering section includes two hydraulic cylinders with one\nend of each hydraulic cylinder coupled to a common pivot\nconfigured on the first section or the second section.\n- 19 -\n6. An all-\nelectric\npowered ANFO\nvehicle\ncomprising:\na support structure including a platform, with the\nsupport structure dimensionally configured to move within\nan underground mine;\na first container including an explosive component\nmounted to a first location on the platform;\na second container including an explosive component\nmounted to a second location on the platform, the second\nlocation being a location separate from the first location;\na self-contained\nbattery\nmodule removably mounted on\nthe front of the support structure;\na pair of wheel sets coupled to the support\nstructure, with each wheel set including two wheels, with\none wheel of each wheel set rotably coupled on each side of\nthe support structure;\na lift apparatus configured to support a human, the\nlift apparatus extending upward from the top surface of the\nplatform, the lift apparatus configured to lift a human to\na predetermined height and including conduits in fluid\ncommunication with the containers supported on the\nplatform;\na pair of motors mounted on the support structure\nand coupled to the\nbattery\nmodule with a motor operably\ncoupled to each wheel of at least one wheel set;\na motor controller including a DC/AC inverter\ncoupled to each motor and the\nbattery\nmodule; and\n- 20 -\na speed bearing sensor coupled to the pair of\nmotors, the speed bearing sensor configured to provide\nspeed references to the motor controller.\n7. The all-\nelectric\npowered ANFO\nvehicle\nof claim 6,\nwherein the motor coupled to each wheel is an\nelectric\nmotor or a hydraulic motor.\n8. The all-\nelectric\npowered ANFO\nvehicle\nof claim 6,\nincluding a heat sink mounted on the motor controller.\n9. The all-\nelectric\nvehicle\nof claim 6, wherein the\nsupport structure comprises a first section and a second\nsection with the two sections connected with a steering\nsection configured to move the first section angularly\nrelative to the second section.\n10. The all-\nelectric\nvehicle\nof claim 9, wherein the\nsteering section includes two hydraulic cylinders with one\nend of each hydraulic cylinder coupled to a common pivot\nconfigured on the first section or the second section.\n11. The all-\nelectric\nvehicle\nof claim 9, wherein the\nsecond section includes the platform.\n12. The all-\nelectric\nvehicle\nof claim 6, including at\nleast one additional motor mounted to the support\n- 21 -\nstructure, with the additional motor coupled to at least\none wheel of another wheel set.\n13. An all-\nelectric\npowered ANFO\nvehicle\ncomprising:\na support structure dimensionally configured to\noperate in an underground mine, the support structure\nincluding a first section and a second section with the two\nsections connected with a steering section configured to\nmove the first section angularly relative to the second\nsection;\nthe second section of the support structure\nconfigured as a platform;\na first container including an explosive component\nmounted to a first location on the platform;\na second container including an explosive component\nmounted to a second location on the platform, the second\nlocation being a location separate from the first location;\na self-contained\nbattery\nmodule removably mounted on\nthe support structure;\na pair of wheel sets coupled to the support\nstructure, with each wheel set including two wheels, with\none wheel of each wheel set rotatably coupled on each side\nof the support structure;\na lift apparatus configured to support a human, the\nlift apparatus attached to the platform and including\nconduits in fluid communication with the containers, the\nlift apparatus configured to lift the user to a\n- 22 -\npredetermined position above the top surface of the\nplatform;\na pair of motors mounted on the support structure\nand coupled to the\nbattery\nmodule with a motor operably\ncoupled to each wheel of at least one wheel set;\na motor controller including a DC/AC inverter\ncoupled to the motor and the\nbattery\nmodule; and\na\nvehicle\ncontroller coupled to the motor\ncontroller.\n14. The all-\nelectric\nvehicle\nof claim 13, wherein the\nsteering section includes two hydraulic cylinders with one\nend of each hydraulic cylinder coupled to a common pivot\nconfigured on the first section or the second section.\n15. The all-\nelectric\nvehicle\nof claim 13, including a\nheat sink mounted On the motor controller.\n16. The all-\nelectric\nvehicle\nof claim 13, further\ncomprising another AC induction motor mounted on the\nsupport structure and coupled to another wheel and the\nbattery\nmodule;\nwherein the another AC induction motor is configured\nto function as a generator to dissipate mechanical energy\nfrom the another wheel to provide braking function to the\nvehicle\nand to recharge the\nbattery\nmodule.\n- 23 -\n17. The all-\nelectric\npowered ANFO\nvehicle\nof claim 13,\nwherein the motor coupled to each wheel is an\nelectric\nmotor or a hydraulic motor.\n18. The all-\nelectric\nvehicle\nof claim 13, including at\nleast one additional motor mounted to the support\nstructure, with the additional motor coupled to at least\none wheel of another wheel set.\n19. The all-\nelectric\nvehicle\nof claim 13, further\ncomprising another container including another explosive\ncomponent, with such container mounted on the platform.\n20. The all-\nelectric\nvehicle\nof claim 18, further\nincluding a second pair of motors mounted on the support\nstructure and coupled to the\nbattery\nmodule, each of the\nmotors of the first and second pair of motors operably\ncoupled to a separate wheel.\n- 24 - | 13/403,263 | United States of America | 2012-02-23 | La présente invention concerne un véhicule ANFO (nitrate d'ammonium et mazout) à alimentation totalement électrique. Le véhicule ANFO à alimentation totalement électrique comprend une structure de support. Cette structure de support comprend une première section, une seconde section et une section de direction. La structure de support comprend également un appareil de levage conçu pour distribuer des explosifs sur un front de taille dans un tunnel de mine. Un module de batterie autonome est monté de manière amovible sur la structure de support. Une paire d'essieux est couplée à la structure de support, chaque essieu comportant deux roues. Une des roues de chaque essieu est couplée de manière rotative sur chaque côté de la structure de support. Un moteur est monté sur la structure de support et est couplé à au moins une roue ainsi qu'au module de batterie. Un organe de commande moteur comprenant un inverseur CC/CA est couplé au moteur ainsi qu'au module de batterie. | True |
| 230 | Patent 2790950 Summary - Canadian Patents Database | CA 2790950 | NaN | SYSTEM, DEVICE AND METHOD FOR EXCHANGING ENERGY WITH ANELECTRICVEHICLE | SYSTEME, DISPOSITIF ET PROCEDE D'ECHANGE D'ENERGIE AVEC UN VEHICULE ELECTRIQUE | NaN | BOUMAN, CRIJN | 2021-10-19 | 2011-02-22 | MARKS & CLERK | English | ABB E-MOBILITY B.V. | Claims\n1. A system for exchanging energy with an\nelectric\nvehicle\nand with a\nbattery\nthereof,\ncomprising:\n- at least one energy exchange station, comprising a plurality of ports,\nthe plurality of\nports comprising:\no at least one port for exchanging energy with an energy source;\no at least one port for exchanging energy with a\nvehicle\n;\no at least one port for data communication with the\nvehicle\n;\no at least one port for data communication with a data processing device;\no at least one\nelectric\npower converter, for exchanging energy between:\n= the at least one port for energy exchange with an energy source and\n= the at least one port for energy exchange with the\nvehicle\n,\n= according to energy exchange settings, provided by the data processing\n1 5 device;\nthe data processing device, comprising:\no at least one port for data communication with the energy exchange\nstation;\no at least one port for data communication with at least one configuration\ndevice;\nthe at least one configuration device, comprising:\no at least one port for exchanging data with the data processing device;\nand\no means for at least one of editing configuration details and exchanging\ndata with\nthe\nvehicle\n;\no wherein the at least one energy exchange station comprises:\n= a plurality of\nelectric\npower converters, for exchanging energy with a\nplurality of\nvehicles\nvia the at least one port for exchanging energy with\nthe\nvehicle\n, according to various energy exchange settings; and\n= a connection matrix, for changeably coupling the\nelectric\npower\nconverters with each one of the at least one port for exchanging energy\nwith the\nvehicle\nsuch that one or more of the\nelectric\npower converters\ncan be coupled to any port of the energy exchange station for exchanging\nenergy with a\nvehicle\nand configured to distribute power over the\n21\nCA 2790950 2019-10-07\nplurality of ports of the at least one energy exchange station at different\npower levels, voltage levels or current levels per port; and\nwherein the system is configured for updating the energy exchange settings by\nthe data\nprocessing device in response to a change of a parameter related to said\nbattery\nor a change of a\nparameter related to the energy source, and updating the energy exchange\nbetween the energy\nexchange station and the\nvehicle\ncoupled to the at least one port for energy\nexchange with the\nelectric\nvehicle\naccordingly.\n2. The system according to claim 1, wherein the system is configured to\nperform several\nmeasurement charge pulses to determine a state-of-health of the\nbattery\n,\nwherein\nbattery\nhealth\nis predicted based on a monitored response to pulses sent into the\nbattery\n.\n3. The system according to any one of claims 1 or 2, further comprising memory\nmeans for\nstoring at least:\no configuration details;\no\nbattery\nprofiles;\nwherein the at least one energy exchange station is configured to provide\nvehicle\ninformation to\nthe data processing device, regarding the\nvehicle\ncoupled to the at least one\nport for exchanging\nenergy with the\nvehicle\n, wherein the\nvehicle\ninformation comprises\nbattery\ninformation,\nregistered by the at least one energy exchange station, or by a registration\nunit in the\nvehicle\n,\nduring use of the\nvehicle\nor during energy exchange, for completing or editing\nthe\nbattery\nprofiles in the memory means.\n4. The system according to claim 3, wherein the data processing device is\nconfigured for\nproviding optimised energy exchange settings to the at least one energy\nexchange station, based\non at least one of the\nvehicle\ninformation, configuration details, and\nbattery\nprofiles, wherein\noptimisation means that a trade-off between the\nbattery\nlife requirement and\nthe available time\nto get the\nbattery\nfully charged is made based on a general rule that the\nfaster the charging, the\nhigher the potential impact on\nbattery\nlife.\n22\nCA 2790950 2019-1.0-07\n5. The system according to claim 4, wherein the energy exchange settings are\noptimised\naccording to at least one parameter related to the\nbattery\nor the\nvehicle\n,\ncomprising at least one\nof a type of\nbattery\nor an actual energy status of the\nbattery\n, a\nbattery\ntemperature, a\nbattery\nvoltage level, an intended\nbattery\nlifetime expressed in a number of charge -\ndischarge cycles, a\n.. desired available power, and an available or desired charge-time or radius\nof action.\n6. The system according to any one of clairns 4 or 5, wherein the energy\nexchange settings for\nthe\nvehicle\ncoupled with the at least one port for exchanging power with the\nvehicle\nare\noptimised based on at least one parameter related to at least a second\nvehicle\n, coupled to a\nsecond port for energy exchange of the at least one energy exchange station,\nor at least one\nparameter related to at least the second\nvehicle\n, coupled with the second port\nfor energy\nexchange of the at least one energy exchange station, or at least one\nparameter related to the\npower source.\n7. The system according to any one of claims 4 to 6, configured for updating\nor controlling the\nenergy exchange settings by the data processing device in response to a change\nof a parameter\nrelated to said\nbattery\nor a change of a parameter related to the energy\nsource, and updating the\nenergy exchange between the at least one energy exchange station and the\nvehicle\ncoupled to\none of the plurality of ports accordingly.\n8. The system according to any of claims 1 to 7, configured to send data to\nthe\nvehicle\nthrough\nthe at least one port for data communication with the\nvehicle\n, comprising at\nleast one of\nenhanced operation profiles, user messages, settings, service and maintenance\ninformation, or\nto change an operating Depth of Discharge (DOD) window in the\nbattery\n, or\nchange the way an\nactual DOD window relates to a graphical representation on user interfaces.\n9. The system according to claim 8, configured to upload a new piece of\nsoftware to the\nvehicle\nwhich handles a link between representation of a\nbattery\ncapacity on the user\ninterface and an\nactual State-Of-Charge (SOC) of the\nbattery\n.\n23\nCA 2790950 2019-1.0-07 | 2004279 | Netherlands (Kingdom of the) | 2010-02-22 | L'invention concerne un système destiné à échanger de l'énergie avec un véhicule électrique, en particulier avec une batterie de celui-ci, comportant : au moins un poste d'échange d'énergie comprenant au moins une prise servant à échanger de l'énergie avec une source d'énergie, au moins une prise servant à échanger de l'énergie avec un véhicule, au moins une prise servant à une communication de données avec le véhicule, au moins une prise servant à une communication de données avec un dispositif de traitement de données, un dispositif de traitement de données comprenant au moins une prise servant à une communication de données avec le poste d'échange d'énergie, au moins une prise servant à une communication de données avec au moins un dispositif de configuration, au moins un dispositif de configuration comprenant au moins une prise servant à échanger des données avec le dispositif de traitement de données ; et un moyen, comme une interface d'utilisateur, servant à modifier des informations de configuration. L'invention concerne en outre un procédé et des dispositifs d'échange d'énergie avec un véhicule électrique. | True |
| 231 | Patent 2794707 Summary - Canadian Patents Database | CA 2794707 | NaN | CONTROL UNIT FOR HYBRIDVEHICLE | DISPOSITIF DE COMMANDE POUR VEHICULE HYBRIDE | NaN | YAMAZAKI, YUICHIRO | 2014-11-25 | 2011-03-31 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | Claims\n1. A control unit for a hybrid\nvehicle\n, the hybrid\nvehicle\nincluding:\nan engine;\na generator which generates\nelectric\npower by being driven by the engine;\na\nbattery\nwhich supplies\nelectric\npower to an\nelectric\nmotor; and\nthe\nelectric\nmotor which is connected to a drive shaft of the hybrid\nvehicle\nand\nwhich is driven by means of\nelectric\npower supplied from at least either of\nthe\nbattery\nand the generator,\nwherein the control unit includes:\na basic required output calculator for calculating a basic required output for\ndriving the hybrid\nvehicle\nbased on a driving speed of the hybrid\nvehicle\nand\nan\naccelerator pedal opening which corresponds to an accelerator pedal operation\nin the\nhybrid\nvehicle\n;\na gradient calculator for calculating a rising gradient of a road surface on\nwhich the hybrid\nvehicle\nruns;\na correction output calculator for calculating a correction output which is\nadded to the basic required torque based on the rising gradient; and\na target output calculator for calculating, when a required output which\nresults\nfrom adding the correction output to the basic required output is larger than\na\npredetermined value, based on the required output, a\nbattery\ntarget\nelectric\npower by\nwhich the\nbattery\nis required to output part of the required output and an\nengine target\noutput by which the engine is required to output the remaining of the required\noutput,\nwherein the target output calculator has:\n23\na basic\nbattery\ntarget\nelectric\npower calculator for calculating a basic\nbattery\ntarget\nelectric\npower for the\nbattery\nbased on the basic required\noutput;\na basic engine target output calculator for calculating a basic engine\ntarget output for the engine; and\na correction value calculator for calculating a\nbattery\ntarget\nelectric\npower correction value which is added to the basic\nbattery\ntarget\nelectric\npower and\nan engine target output correction value which is added to the basic engine\ntarget\noutput,\nwherein the\nbattery\ntarget\nelectric\npower is calculated by adding the\nbattery\ntarget\nelectric\npower correction value to the basic\nbattery\ntarget\nelectric\npower, and\nwherein the engine target output is calculated by adding the engine target\noutput correction value to the basic engine target output.\n2. The control unit of Claim 1,\nwherein the correction value calculator has a covering rate setting module for\nsetting a covering rate of the correction output by the\nbattery\nbased on the\nbasic\nengine target output, calculates the\nbattery\ntarget\nelectric\npower correction\nvalue\nbased on the correction output and the covering rate, and calculates the\nengine target\noutput correction value based on the correction output and the\nbattery\ntarget\nelectric\npower correction value.\n3. The control unit of Claim 2,\nwherein the engine is driven so as to trace a high efficient fuel consumption\nline, and\n24\nwherein the covering rate setting module sets the covering rate of the\ncorrection output by the\nbattery\nso that the basic engine target output\nbecomes smaller\nwhen the basic engine target output is smaller than a predetermined engine\noutput\nwhich is smaller than a maximum efficiency output at which the engine operates\nwith\na maximum efficiency than when the basic engine target output is the maximum\nefficiency output or larger.\n4. The control unit of Claim 3,\nwherein the covering rate setting module sets the covering rate of the\ncorrection output by the\nbattery\nso that the basic engine target output\nincreases from\nthe predetermined engine output towards the maximum efficiency output when the\nengine target output is equal to or larger than the predetermined engine\noutput and\nsmaller than the maximum efficiency output.\n5. The control unit of any one of Claims 2 to 4, further including:\na state-of-charge obtaining module for obtaining a state-of-charge of the\nbattery\n,\nwherein, when the state-of-charge is a predetermined value or smaller and the\ncorrection output is smaller than a predetermined correction output, the\ncovering rate\nsetting module sets the covering rate of the correction output by the\nbattery\nso that the\nbattery\ndoes not cover the correction output at all.\n6. The control unit of any one of Claims 2 to 4, further including:\na state-of-charge obtaining module for obtaining a state-of-charge of the\nbattery\n,\nwherein, when the state-of-charge is a predetermined value or larger, the\ncovering rate setting module sets the covering rate of the correction output\nby the\nbattery\nso that the\nbattery\ncovers the correction output in whole.\n7. The control unit of any one of Claims 2 to 4, further including:\na state-of-charge obtaining module for obtaining a state-of-charge of the\nbattery\n,\nwherein, when the state-of-charge is a predetermined value or smaller and the\ncorrection output is larger than a predetermined correction output, the\ncorrection\noutput calculator limits the correction output to the predetermined correction\noutput,\nand\nwherein the covering rate setting module sets the covering rate of the\ncorrection output by the\nbattery\nso that the\nbattery\ndoes not cover the\ncorrection\noutput at all.\n8. The control unit of Claim 6 or 7,\nwherein, when the state-of-charge is a predetermined value or larger, the\ncovering rate setting module sets the covering rate of the correction output\nby the\nbattery\nso that the\nbattery\ncovers the correction output in whole.\n26 | 2010-086848 | Japan | 2010-04-05 | La présente invention concerne un dispositif de commande de véhicule hybride permettant d'augmenter les effets d'efficacité fonctionnelle et de rendement énergétique par le biais d'une augmentation du rendement de la source d'entraînement dans un véhicule équipé d'un moteur électrique comme source d'entraînement, sans entraîner d'inconfort pour le conducteur. Le dispositif de commande de véhicule hybride de série est équipé : d'une unité de dérivation de sortie demandée de base qui dérive la sortie demandée de base, c'est-à-dire la sortie demandée dudit véhicule, sur la base de la vitesse du véhicule et de l'ouverture de la pédale d'accélérateur ; d'une unité de dérivation de l'inclinaison qui dérive le degré d'inclinaison de montée de la route sur laquelle circule ledit véhicule ; d'une unité de dérivation de sortie corrigée qui dérive une sortie corrigée en fonction du degré d'inclinaison de montée qui est ajouté à la sortie demandée de base ; et d'une unité de dérivation de sortie cible qui, lorsqu'une sortie demandée dans laquelle la sortie corrigée a été ajoutée à la sortie demandée de base est supérieure à une valeur prescrite, dérive, selon la sortie demandée susmentionnée, une puissance de condensateur cible qui est demandée à un condensateur de façon à sortir une partie de la sortie demandée et une sortie de moteur à combustion interne cible qui est demandée à un moteur à combustion interne de façon à sortir la sortie demandée restante. | True |
| 232 | Patent 2683928 Summary - Canadian Patents Database | CA 2683928 | NaN | FLUID POWERED GENERATOR | GENERATEUR ENTRAINE PAR UN FLUIDE | NaN | BRIDWELL, RANDOLPH E. | NaN | 2008-04-15 | BORDEN LADNER GERVAIS LLP | English | AEROKINETIC ENERGY CORPORATION | Claims\nI claim:\n1. An apparatus comprising:\nan enclosure mounted within an interior of an engine compartment of a\nvehicle\nand transverse to a front of said\nvehicle\nand in communication with fluid flow\ngenerated by movement of said\nvehicle\n;\nan electro-mechanical generator mounted in said enclosure and in\nelectrical\ncommunication with a\nbattery\n;\nsaid electro-mechanical generator integrated into a rotational element\ncomprising:\na rotational element mounted within said enclosure to rotate about an\naxis upon receipt of said fluid flow in said enclosure;\na magnet coupled to a distal end of said rotational element to rotate\nwith said rotational element;\nan\nelectrically\nconductive material spaced about a housing relatively\nconcentric to said rotational element and in communication with said magnet;\nan\nelectrical\ncharge generated from rotation of said rotational element;\nand\na connection to communicate said\nelectrical\ncharge to said\nbattery\n.\n2. The apparatus of claim 1, further comprising a first electro-mechanical\ngenerator housed in said enclosure adjacent to a second electro-mechanical\ngenerator, said first electro-mechanical generator having a first rotational\nelement to rotate in a first rotational direction and said second electro-\nmechanical generator having a second rotational element adapted to rotate in a\nsecond rotational direction, wherein said first and second rotational\ndirections\nare different.\n24\n3. The apparatus of claim 2, further comprising a first fluid force generated\nby\ninitial movement of said\nvehicle\nto cause rotation of said first rotational\nelement, and a second fluid force generated by rotational of said first\nrotational element to cause rotation of said second rotational element in an\nopposite direction to said first rotational element.\n4. The apparatus of claim 2, further comprising a first\nbattery\noperatively\nconnected to said first electro-mechanical generator and a second\nbattery\noperatively connected to said second electro-mechanical generator.\n5. The apparatus of claim 1, wherein said electro-mechanical generator is a\nmodular component secured in said enclosure.\n6. The apparatus of claim 5, further comprising a visual indicator operatively\nengaged with each of said modular electro-mechanical generator components\nto communicate proper operation of said component.\n7. The apparatus of claim 6, wherein proper operation of said component\nincludes generating of a minimum\nelectrical\ncharge to said\nbattery\noperatively\nengaged with said generator component.\n8. The apparatus of claim 5, further comprising modular housing compartments\nwithin said enclosure, wherein each of said housing components is sized to\nreceive one of said modular electro-mechanical generator components.\n9. The apparatus of claim 8, further comprising replacing one of said\ngenerator\ncomponents with a replacement component absent disruption to a previously\ninstalled modular electro-mechanical generator component in said enclosure.\n10. The apparatus of claim 9, wherein replacement of one of said modular\ncomponents is initiated following receipt of a communication that output from\nsaid component to said\nbattery\nis below a threshold of required\nelectrical\nenergy.\n11. The apparatus of claim 10, further comprising a control system to monitor\nelectrical\noutput from each of said modular generator components.\n12. The apparatus of claim 11, further comprising an output device in\ncommunication with said control system to convey failure data of one of said\ngenerator components, wherein said output device communication data in a\nformat selected from the group consisting of: visual, auditory, and tactile.\n13. The apparatus of claim 1, wherein said electro-mechanical generator is an\ngenerator integrated into said rotational element.\n14. The apparatus of claim 1, wherein said generated\nelectrical\ncharge\nrecharges\nsaid\nbattery\n.\n15. The apparatus of claim 1, wherein said\nvehicle\nis selected from the group\nconsisting of: a land\nvehicle\n, an air\nvehicle\n, and a water based\nvehicle\n, and\ncombinations thereof.\n16. An apparatus comprising:\nan enclosure mounted within an interior of an engine compartment of a\nvehicle\ntransverse to a front of said\nvehicle\nand in communication with a fluid flow\ngenerated\nby movement of said\nvehicle\n;\nsaid enclosure having a plurality of interior compartments, with each of said\ncompartments configured to receive and mount a single modular electro-\nmechanical\ngenerator component, said modular electro-mechanical generator component in\nelectrical\ncommunication with a\nbattery\n;\neach of said electro-mechanical generator components comprising a generator\nmounted to a brace and a rotational element in communication with said\ngenerator\nthrough a shaft;\n26\nsaid rotational element adapted to rotate about an axis upon receipt of said\nfluid flow in said enclosure;\na first electro-mechanical generator component housed in a first compartment\nof said enclosure adjacent to a second electro-mechanical generator component\nhoused in an adjacent compartment, said first electro-mechanical generator\nhaving a\nfirst rotational element adapted to rotate in a first rotational direction and\nsaid second\nelectro-mechanical generator having a second rotational element adapted to\nrotate in a\nsecond rotational direction, wherein said first and second rotational\ndirections are\ndifferent;\nan\nelectrical\ncharge generated by each of said generator components through\nrotation of said rotational elements; and\nan\nelectrical\nconnection to communicate said generated\nelectrical\ncharge to\nsaid\nbattery\n.\n17. The apparatus of claim 16, further comprising a first fluid force\ngenerated by\ninitial movement of said\nvehicle\nto cause rotation of said first rotational\nelement, and a second fluid force generated by rotation of said first\nrotational\nelement to cause rotation of a second rotational element in an opposite\ndirection to said first rotational element.\n18. The apparatus of claim 17, wherein said first and second rotational\nelements\nare mounted in adjacent compartments of said enclosure.\n19. The apparatus of claim 16, wherein said generated\nelectrical\ncharge\nrecharges\nsaid\nbattery\n.\n20. The apparatus of claim 16, further comprising a visual indicator\noperatively\nengaged with each of said modular electro-mechanical generator components\nto communicate proper operation of said components.\n27\n21. The apparatus of claim 20, wherein proper operation of said component\nincludes generating of a minimum\nelectrical\ncharge to said\nbattery\noperatively\nengaged with said generator component.\n22. The apparatus of claim 16, wherein said electro-mechanical generator is a\nmodular component secured in said enclosure.\n23. The apparatus of claim 22, further comprising modular housing compartments\nwithin said enclosure, wherein each of said housing components is sized to\nreceive one of said modular electro-mechanical generator components.\n24. The apparatus of claim 23, further comprising replacing one of said\ngenerator\ncomponents with a replacement component absent disruption to previously\ninstalled generator component in said enclosure.\n25. The apparatus of claim 24, wherein replacement of said component is\ninitiated\nfollowing receipt of a communication that output from said component to said\nbattery\nis below a threshold of required\nelectrical\noutput.\n26. The apparatus of claim 25, further comprising a control system to monitor\nelectrical\noutput from each of said generator components.\n27. The apparatus of claim 26, further comprising an output device in\ncommunication with said control system to convey failure data of said\ngenerator component, wherein said output device communication data in a\nformat selected from the group consisting of: visual, auditory, and tactile.\n28. The apparatus of claim 16, wherein said\nvehicle\nis selected from the group\nconsisting of: a land\nvehicle\n, an air\nvehicle\n, and a water based\nvehicle\n, and\ncombinations thereof.\n29. An apparatus comprising:\n28\nan electro-mechanical generator mounted in a frame and in\nelectrical\ncommunication with a\nbattery\n;\nsaid electro-mechanical generator integrated into a rotational element\ncomprising:\na first rotational element mounted within said frame to rotate about an\naxis upon receipt of said fluid flow;\na plurality of blades in communication with said first rotational\nelement, a proximal end of each of said blades mounted to said first\nrotational\nelement and a distal end of each of said blades in communication with a\nsecond rotational element;\na magnet housed in said second rotational element;\nsaid second rotational element to rotate with said first rotational\nelement;\nan\nelectrically\nconductive material housed in a third element, spaced\napart from said second rotational element; and\nan\nelectrical\ncharge generated from rotation of said magnet proximal to\nsaid\nelectrically\nconductive material; and\nan\nelectrical\nconnection to communicate said generated\nelectrical\ncharge to\nsaid\nbattery\n.\n30. The apparatus of claim 29, further comprising a motor in communication\nwith\nsaid\nbattery\n, said motor to receive\nelectrical\nenergy from said\nbattery\nas a\npower source.\n31. The apparatus of claim 29, wherein said third element in a fixed position\nrelative to said first and second rotational elements.\n32. The apparatus of claim 31, wherein said third element is concentric with\nsaid\nfirst and second rotational elements\n33. The apparatus of claim 29, wherein said\nelectrically\nconductive material\nis a\nplurality of units spaced about said third element.\n29\n34. The apparatus of claim 33, further comprising a capacitor and rectifier\nbridge\nfor each of said units.\n35. The apparatus of claim 29, wherein said\nvehicle\nis selected from the group\nconsisting of: a land\nvehicle\n, an air\nvehicle\n, and a water based\nvehicle\n, and\ncombinations thereof. | 60/912,227 | United States of America | 2007-04-17 | La présente invention concerne une unité de générateur intégré qui sert à générer de l'énergie électrique. Une ou plusieurs unités de générateur intégré est/sont installées dans une enceinte et communiquent avec un accumulateur pour stocker l'énergie électrique. Chaque unité comporte une pluralité d'éléments rotatifs qui tournent autour d'un axe lorsque le fluide pénètre dans l'enceinte. Un aimant est relié à au moins une extrémité des éléments rotatifs et se situe au voisinage proche d'un matériau conducteur électrique. Lorsque l'élément rotatif est exposé au flux de fluide, le fluide pénètre dans l'enceinte et fait tourner le/les éléments rotatifs. Cette rotation a pour effet de rapprocher l'aimant du matériau conducteur électrique et de générer de l'énergie électrique. | True |
| 233 | Patent 3135801 Summary - Canadian Patents Database | CA 3135801 | NaN | INTERCHANGEABLE ENERGY DEVICE FORELECTRICVEHICLE | DISPOSITIF D'ENERGIE INTERCHANGEABLE POUR VEHICULE ELECTRIQUE | NaN | HUFF, BRIAN R., HICKEY, KYLE | NaN | 2020-04-03 | GOWLING WLG (CANADA) LLP | English | ARTISAN VEHICLE SYSTEMS, INC. | CA 03135801 2021-09-30\nWO 2020/206293 PCT/US2020/026629\nCLAIMS:\nWe claim:\n1. A system for supplying energy to an\nelectric\nvehicle\ncomprising:\nan\nelectric\nvehicle\nwith an energy device mounting and dismounting platform;\na first interchangeable energy device configured to be removably mounted on\nsaid\nplatform of said\nvehicle\nand adapted to power a drive system of said\nvehicle\n;\na second interchangeable energy device configured to be removably mounted on\nsaid\nplatform of said\nvehicle\nand adapted to power a drive system of said\nvehicle\n;\nand\nan auxiliary\nbattery\ndisposed on said\nvehicle\nto provide power for mounting or\ndismounting one of said first or second interchangeable energy devices.\n2. The system of claim 1, wherein said auxiliary\nbattery\npowers said\nvehicle\nwhen first and\nsecond interchangeable energy devices are disconnected.\n3. The system of claim 1, wherein said first interchangeable energy device\nis a\nbattery\npack\nto provide on-board stored energy.\n4. The system of claim 1, wherein said second interchangeable energy device\nis a trolley\nsystem adapter to provide off-board energy.\n5. The system of claim 1, wherein at least one of said first and said\nsecond interchangeable\nenergy device is a\nbattery\npack to provide on-board stored energy.\n6. The system of claim 1, wherein at least one of said first and said\nsecond interchangeable\nenergy device is a trolley system adapter to provide off-board energy.\n7. The system of claim 1, wherein said first interchangeable energy device\nis a generator.\n8\nCA 03135801 2021-09-30\nWO 2020/206293\nPCT/US2020/026629\n8. The system of claim 1, wherein said first interchangeable energy device\nis a\nsupercapacitor.\n9 | 62/828,963 | United States of America | 2019-04-03 | Un dispositif d'énergie interchangeable pour un véhicule électrique permet à un véhicule électrique d'être compatible avec des lignes d'alimentation existantes telles qu'un système caténaire aérien avec peu ou pas de modifications nécessaires sur un véhicule électrique moderne. Le dispositif d'énergie interchangeable a le même facteur de forme qu'un bloc-batterie, et est entièrement compatible avec le système d'entraînement du véhicule. Le dispositif interchangeable permet à un bloc-batterie d'être échangé contre un adaptateur pour tirer parti de systèmes d'alimentation existants tels qu'un système caténaire aérien. | True |
| 234 | Patent 3135801 Summary - Canadian Patents Database | CA 3135801 | NaN | INTERCHANGEABLE ENERGY DEVICE FORELECTRICVEHICLE | DISPOSITIF D'ENERGIE INTERCHANGEABLE POUR VEHICULE ELECTRIQUE | NaN | HUFF, BRIAN R., HICKEY, KYLE | NaN | 2020-04-03 | GOWLING WLG (CANADA) LLP | English | ARTISAN VEHICLE SYSTEMS, INC. | CA 03135801 2021-09-30\nWO 2020/206293 PCT/US2020/026629\nCLAIMS:\nWe claim:\n1. A system for supplying energy to an\nelectric\nvehicle\ncomprising:\nan\nelectric\nvehicle\nwith an energy device mounting and dismounting platform;\na first interchangeable energy device configured to be removably mounted on\nsaid\nplatform of said\nvehicle\nand adapted to power a drive system of said\nvehicle\n;\na second interchangeable energy device configured to be removably mounted on\nsaid\nplatform of said\nvehicle\nand adapted to power a drive system of said\nvehicle\n;\nand\nan auxiliary\nbattery\ndisposed on said\nvehicle\nto provide power for mounting or\ndismounting one of said first or second interchangeable energy devices.\n2. The system of claim 1, wherein said auxiliary\nbattery\npowers said\nvehicle\nwhen first and\nsecond interchangeable energy devices are disconnected.\n3. The system of claim 1, wherein said first interchangeable energy device\nis a\nbattery\npack\nto provide on-board stored energy.\n4. The system of claim 1, wherein said second interchangeable energy device\nis a trolley\nsystem adapter to provide off-board energy.\n5. The system of claim 1, wherein at least one of said first and said\nsecond interchangeable\nenergy device is a\nbattery\npack to provide on-board stored energy.\n6. The system of claim 1, wherein at least one of said first and said\nsecond interchangeable\nenergy device is a trolley system adapter to provide off-board energy.\n7. The system of claim 1, wherein said first interchangeable energy device\nis a generator.\n8\nCA 03135801 2021-09-30\nWO 2020/206293\nPCT/US2020/026629\n8. The system of claim 1, wherein said first interchangeable energy device\nis a\nsupercapacitor.\n9 | 62/828,963 | United States of America | 2019-04-03 | Un dispositif d'énergie interchangeable pour un véhicule électrique permet à un véhicule électrique d'être compatible avec des lignes d'alimentation existantes telles qu'un système caténaire aérien avec peu ou pas de modifications nécessaires sur un véhicule électrique moderne. Le dispositif d'énergie interchangeable a le même facteur de forme qu'un bloc-batterie, et est entièrement compatible avec le système d'entraînement du véhicule. Le dispositif interchangeable permet à un bloc-batterie d'être échangé contre un adaptateur pour tirer parti de systèmes d'alimentation existants tels qu'un système caténaire aérien. | True |
| 235 | Patent 3009093 Summary - Canadian Patents Database | CA 3009093 | NaN | APPARATUS AND METHOD | APPAREIL ET PROCEDE | NaN | ALI, RANA, WILLIAMS, DAVID JOHN ROACH | NaN | 2016-12-16 | SMART & BIGGAR LP | English | CASTROL LIMITED | 25\nClaims\n1. A device for a\nvehicle\n, comprising:\na first interface configured to couple to at least one replaceable fluid\ncontainer for a\nvehicle\ncomprising a\nbattery\n,\nthe first interface comprising at least one fluid port configured to couple to\nat least one fluid port of the replaceable fluid container;\na second interface configured to couple to an engine of the\nvehicle\n,\nthe second interface comprising at least one fluid port configured to couple\nto at least one fluid port of a fluid circulation system of the\nvehicle\n;\na fluid path coupled to at least one fluid port of the first interface and at\nleast one\nfluid port of the second interface; and\nat least one\nelectrical\npump configured to be powered and/or driven by the\nbattery\nof the\nvehicle\nand to cause fluid flow between the replaceable fluid container\nand the fluid\ncirculation system through the fluid path.\n2. The device of claim 1, wherein the at least one\nelectrical\npump\ncomprises:\nan\nelectrical\npump configured to cause fluid flow for fluid supply from the\nreplaceable fluid container to the fluid circulation system; and/or\nan\nelectrical\npump configured to cause fluid flow for fluid return from the\nfluid\ncirculation system to the replaceable fluid container.\n3. The device of claim 2, further comprising:\nat least one heat exchanger thermally coupled to the fluid path and at least\none\ntemperature regulating system of the\nvehicle\n, optionally wherein the\ntemperature\nregulating system of the\nvehicle\nis further associated with at least one of an\nengine cooling\nsystem and a heating, ventilating and air conditioning system of the\nvehicle\n,\noptionally the\ndevice further comprising a further\nelectrical\npump configured to be powered\nand/or driven\nby the\nbattery\nof the\nvehicle\nand to cause a temperature regulating fluid flow\nthrough the\nheat exchanger, optionally wherein the temperature regulating fluid comprises\none or more\nof: air, hydrogen, an inert gas, water, and an anti-freeze liquid, optionally\nthe device\nfurther comprising:\nat least one latent heat accumulator thermally coupled to the heat exchanger;\nand/or\nat least one\nelectrical\nheater thermally coupled to the heat exchanger.\n26\n4. The device of any one of claims 1 to 3, further comprising:\nat least one latent heat accumulator thermally coupled to the fluid path\nand/or\nat least one\nelectrical\nheater thermally coupled to the fluid path.\n5. The device of claim 3 or 4, wherein the\nelectrical\nheater is configured\nto be powered\nby the\nbattery\nof the\nvehicle\n.\n6. The device of any one of claims 3 to 5, wherein the further\nelectrical\npump is\nconfigured to be controlled by a controller of the\nvehicle\n, such as the\nelectronic control\nunit.\n7. The device of any one of claims 1 to 6, wherein the\nelectrical\npump\nconfigured to\ncause fluid flow between the replaceable fluid container and the fluid\ncirculation system is\nconfigured to be controlled by a controller of the\nvehicle\n, such as the\nelectronic control\nunit, and/or\nfurther comprising a fluid temperature sensor configured to provide data to a\ncontroller of the\nvehicle\n, such as the electronic control unit.\n8. The device of any one of claims 1 to 7, wherein the\nvehicle\ncomprises at\nleast one\nelectric\ndrivetrain and the\nbattery\nof the\nvehicle\nis configured to provide at\nleast a part of\nan\nelectrical\npower required for operation of the\nelectric\ndrivetrain,\noptionally wherein the\nvehicle\nis a hybrid\nvehicle\n, and/or\nwherein the\nbattery\nof the\nvehicle\nhas a nominal voltage of more than 24V,\nsuch as\na voltage equal to or greater than 48V.\n9. The device of any one of claims 1 to 8, further comprising a housing:\nprovided with the first interface and the second interface; and\nconfigured to house the fluid path and the\nelectrical\npump, and/or\nwherein the device is a modular unit and wherein the fluid path is configured\nto\ncouple at least one fluid port of the first interface to at least one fluid\nport of the second\ninterface.\n10. A modular unit for coupling at least one replaceable fluid container to\na\nvehicle\ncomprising a\nbattery\nto an engine of the\nvehicle\n, the modular unit comprising:\na fluid path coupleable to at least one fluid port of the replaceable fluid\ncontainer\nand at least one fluid port of a fluid circulation system of the\nvehicle\n; and\nat least one\nelectrical\npump configured to be powered and/or driven by the\nbattery\nof the\nvehicle\nand to cause fluid flow between the replaceable fluid container\nand the fluid\n27\ncirculation system through the fluid path.\n11. The modular unit of claim 10, further comprising a device of any one of\nclaims 2 to\n9.\n12. Apparatus or\nvehicle\ncomprising a\nbattery\n, comprising:\nthe device of any one of claims 1 to 9 or the modular unit of claim 10 or 11,\nand\noptionally further comprising at least one replaceable fluid container for a\nvehicle\n.\n13. The device of any one of claims 1 to 9, or the modular unit of claim 10\nor 11, or the\napparatus or\nvehicle\nof claim 12, wherein the fluid in the container is one or\nmore of:\na lubricating oil,\na de-icer,\na hydraulic fluid,\na pneumatic fluid,\na washer fluid,\na fuel additive,\na charge conduction liquid,\nan\nelectrical\nconnectivity liquid, and\na heat exchange fluid.\n14. A method of determining a characteristic associated with a fluid in a\nreplaceable\nfluid container for a\nvehicle\ncomprising a fluid circulation system, the\nmethod comprising:\ndetermining a temperature associated with the fluid in the replaceable fluid\ncontainer;\nwherein the replaceable fluid container is coupled to a fluid path coupled to\nthe fluid circulation system, and\nwherein at least one\nelectrical\npump is configured to be powered and/or\ndriven by a\nbattery\nof the\nvehicle\nand to cause fluid flow between the\nreplaceable\nfluid container and the fluid circulation system through the fluid path;\ndetermining an\nelectrical\nload associated with the\nelectrical\npump in a\npredetermined mode of operation; and\ncomparing the determined\nelectrical\nload with at least one expected\nelectrical\nload\nassociated with the determined temperature and the predetermined mode of\noperation, to\nprovide a measure of the characteristic of the fluid.\n28\n15. The method of claim 14, wherein the characteristic comprises at least\none of a\nviscosity of the fluid, an age of the fluid, and a purity of the fluid;\noptionally further comprising: providing data or an indication that the\nviscosity of\nthe fluid and/or the age of the fluid are above a predetermined threshold,\nwhen the\ncomparing comprises determining that the determined\nelectrical\nload is greater\nthan the\nexpected\nelectrical\nload associated with the determined temperature and the\npredetermined\nmode of operation, and optionally further comprising providing data indicating\nthat a fluid\nchange is required;\noptionally further comprising: providing data or an indication that the\nviscosity of\nthe fluid and/or the purity of the fluid are below a predetermined threshold,\nwhen the\ncomparing comprises determining that the determined\nelectrical\nload is lower\nthan the\nexpected\nelectrical\nload associated with the determined temperature and the\npredetermined\nmode of operation;\nand optionally further comprising: providing data or an indication indicating\nthat a\nrunning of an engine of the\nvehicle\nat a predetermined power output is\nrequired;\noptionally wherein the\nelectrical\npump is located in the device of any one of\nclaims 1\nto 9 or in the modular unit of claim 10 or 11; and/or\noptionally wherein determining the temperature comprises using data from one\nor\nmore temperature sensors associated with:\nthe replaceable container, and/or\nthe\nvehicle\n, and/or\nthe device, and/or\nthe modular unit. | 1522727.5 | United Kingdom | 2015-12-23 | Selon un mode de réalisation, l'invention concerne un dispositif pour un véhicule, le dispositif comportant : une première interface conçue pour s'accoupler à au moins un récipient de fluide remplaçable pour un véhicule comprenant une batterie, la première interface comportant au moins un orifice à fluide conçu pour s'accoupler à au moins un orifice à fluide du récipient de fluide remplaçable ; une seconde interface conçue pour s'accoupler à un moteur du véhicule, la seconde interface comportant au moins un orifice à fluide conçu pour s'accoupler à au moins un orifice à fluide d'un système de circulation de fluide du véhicule ; un circuit de fluide accouplé à au moins un orifice à fluide de la première interface et à au moins un orifice à fluide de la seconde interface ; et au moins une pompe électrique conçue pour être alimentée et/ou entraînée par la batterie du véhicule et pour amener le fluide à couler. | True |
| 236 | Patent 2916372 Summary - Canadian Patents Database | CA 2916372 | NaN | BATTERYARRANGEMENT FORELECTRICALLYPOWERED INDUSTRIALVEHICLE | AGENCEMENT DE BATTERIE POUR UN VEHICULE INDUSTRIEL A ALIMENTATION ELECTRIQUE | NaN | LUNDSTROM, DAG | 2022-08-30 | 2014-06-26 | SMART & BIGGAR LP | English | ALELION ENERGY SYSTEMS AB | 7\nCLAIMS\n1.\nBattery\narrangement for\nelectric\npowering of an industrial\nvehicle\n, the\nbattery\narrangement being removably connectable to the\nvehicle\n, wherein the\nbattery\narrangement can be set to a first state, wherein the\nbattery\narrangement is\nprevented\nfrom turning power off to the\nvehicle\n, and in that the\nbattery\narrangement can\nbe set\nto a second state, wherein the\nbattery\narrangement is allowed to turn power\noff to the\nvehicle\n, wherein the\nbattery\narrangement comprises one or more current\nsensors,\nand wherein the\nbattery\narrangement is in the first state, when a measured\ncurrent\nout from the\nbattery\narrangement exceeds a first current level threshold, and\nwherein\nthe\nbattery\narrangement is in the second state, when a measured current out\nfrom\nthe\nbattery\narrangement is below the first current level threshold during a\nfirst\npredetermined period of time.\n2.\nBattery\narrangement according to claim 1, wherein the first current level\nthreshold is\nbetween 3 Ampere and 30 Ampere and the first period of time is between 3\nseconds\nand 60 seconds.\n3.\nBattery\narrangement according to claim 1, wherein the first current level\nthreshold is\n8-12 Ampere and the first period of time is between 3 seconds and 60 seconds\n4.\nBattery\narrangement according to any one of claims 1-3, wherein the\nbattery\narrangement comprises one or more current sensors, and wherein the\nbattery\narrangement is in the first state when a measured current into the\nbattery\narrangement exceeds a second current level threshold, and wherein the\nbattery\narrangement is in the second state when a measured current into the\nbattery\narrangement is below the second current level threshold during a second\npredetermined period of time.\n5.\nBattery\narrangement according to claim 4, wherein the predetermined second\ncurrent\nlevel is between 3 Ampere and 30 Ampere and the predetermined second period of\n8\ntime is between 3 seconds and 60 seconds.\n6.\nBattery\narrangement according to claim 4, wherein the predetermined second\ncurrent\nlevel is 8-12 Ampere and the predetermined second period of time is between 3\nseconds and 60 seconds\n7.\nBattery\narrangement according to any one of claims 1-6, wherein the\nbattery\narrangement comprises\nbattery\ncells, a\nbattery\nmanagement system, breakers,\nand\nsensors measuring voltage and temperature of the cells.\n8.\nBattery\narrangement according to any one of claims 1-3, wherein the\nbattery\narrangement comprises a lithium-ion\nbattery\n, a nickel-metal hydride\nbattery\nor\na lead\nbattery\n.\n9.\nElectrically\npowered industrial\nvehicle\ncomprising a\nbattery\narrangement\naccording to\nany one of claims 1-8.\n10. Method for operation of a\nbattery\narrangement in an\nelectrically\npowered\nindustrial\nvehicle\n, the\nbattery\narrangement being removably connectable to the\nvehicle\n, wherein the method comprises -setting the\nbattery\narrangement to a\nfirst\nstate, wherein the\nbattery\nis prevented from turning power off to the\nvehicle\nwhen a\nmeasured current out from the\nbattery\narrangement exceeds a first current\nlevel\nthreshold -setting the\nbattery\narrangement to a second state, wherein the\nbattery\narrangement is allowed to turn power off to the\nvehicle\nwhen a measured\ncurrent out\nfrom the\nbattery\narrangement is below a first current level threshold during a\nfirst\npredetermined period of time.\n11. Method according to claim 10, wherein the\nbattery\narrangement comprises\none\nor more current sensors, the method comprising: -setting the\nbattery\narrangement in\nthe first state when a measured current into the\nbattery\narrangement exceeds a\nsecond current level threshold, -setting the\nbattery\narrangement in the second\nstate\n9\nwhen a measured current into the\nbattery\narrangement is below the second\ncurrent\nlevel threshold during a second predetermined period of time. | 1350803-1 | Sweden | 2013-06-28 | La présente invention concerne un agencement de batterie pour un véhicule industriel à alimentation électrique. L'agencement de batterie comprend une batterie et un équipement auxiliaire conçu pour relier la batterie au véhicule. La batterie est reliée de façon amovible au véhicule et comprend un capteur de courant. La batterie est dans un premier état (A) lorsqu'un courant mesuré hors de la batterie dépasse un premier niveau de courant prédéterminé. Dans le premier état (A), la batterie est empêchée de mettre le véhicule hors tension. La batterie est dans un second état (B) lorsqu'un courant mesuré hors de la batterie est inférieur à un premier niveau de courant prédéterminé pendant une première période prédéterminée. Dans le second état (B), la batterie est permise de mettre le véhicule hors tension. | True |
| 237 | Patent 2868641 Summary - Canadian Patents Database | CA 2868641 | NaN | REMOVABLEBATTERYFIXING ASSEMBLY OFELECTRICVEHICLEAND FIXING METHOD THEREOF | ENSEMBLE DE DISPOSITIFS DE FIXATION POUR UNE BATTERIE AMOVIBLE D'UN VEHICULE ELECTRIQUE ET PROCEDE DE VERROUILLAGE DE CE DERNIER | NaN | WEN, CHUNG-WEI | 2017-02-14 | 2013-03-27 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. A removable\nbattery\nfixing assembly of an\nelectric\nvehicle\n, comprising:\na removable\nbattery\nmodule comprising:\na main body having a first side surface and a second side surface, wherein the\nfirst side surface and the second side surface is located adjacent to each\nother, and\nat least one guiding bar is disposed on the first side surface; and\na fixing device installed in a\nvehicle\nbody of an\nelectric\nvehicle\nand\ncomprising:\na base;\na driving part disposed on the base;\na main transmission part connected with the driving part;\na guiding part disposed on the base;\na first stopping part pivotally coupled with the main transmission part; and\na second stopping part pivotally coupled with the main transmission part\nthrough plural connection elements,\nwherein for installing the removable\nbattery\nmodule in the\nvehicle\nbody of the\nelectric\nvehicle\n, the at least one guiding bar on the first side surface of\nthe\nremovable\nbattery\nmodule is aligned with the guiding part and moved along the\nguiding part, wherein when the removable\nbattery\nmodule is moved to a\nspecified\nposition, the main transmission part is driven by the driving part to be moved\nhorizontally, so that the first stopping part is correspondingly rotated to\nurge\nagainst an end part of the guiding bar, wherein when the removable\nbattery\nmodule\nis moved to the specified position, the second stopping part is\ncorrespondingly\ndriven by the plural connection elements to lock the second side surface of\nthe\nremovable\nbattery\nmodule.\n16\n2. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 1, wherein the main transmission part further comprises a guiding slot,\nwherein the main transmission part is coupled with the base by penetrating a\nfixing\npin through the guiding slot, wherein a reciprocating moving distance of the\nmain\ntransmission part is limited by a first end and a second end of the guiding\nslot and a\nlocking status and an unlocking status of the fixing device are defined\naccording to\na position of the fixing pin relative to the first end and the second end of\nthe\nguiding slot.\n3. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 2, wherein when the fixing device is in the unlocking status, the first\nstopping part is inclined with respect to the main transmission part, wherein\nwhen\nthe main transmission part is driven by the driving part to be moved\nhorizontally\nand the fixing device is in the locking status, the first stopping part is\nrotated and\nupraised to urge against the end part of the guiding bar on the first side\nsurface of\nthe removable\nbattery\nmodule, so that the removable\nbattery\nmodule is locked\nby\nthe first stopping part.\n4. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 2, wherein when the fixing device is in the unlocking status, the second\nstopping part is in an upright state, wherein when the main transmission part\nis\ndriven by the driving part to be moved horizontally and the fixing device is\nin the\nlocking status, the second stopping part is rotated downwardly through the\ntransmission of the plural connection elements and the second stopping part is\nin a\nhorizontal state to lock the second side surface of the removable\nbattery\nmodule, so\nthat a second locking mechanism for the removable\nbattery\nmodule is performed.\n17\n5. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 1, wherein the driving part is a hydraulic driving element, an oil\npressure\ndriving element, a pneumatic driving element or a screw rod.\n6. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 1, wherein the driving part is a pneumatic cylinder.\n7. A fixing method for a removable\nbattery\nfixing assembly of an\nelectric\nvehicle\n,\nthe fixing method comprising steps of:\n(a) providing a removable\nbattery\nmodule, wherein the removable\nbattery\nmodule has a first side surface and a second side surface, the first side\nsurface and\nthe second side surface are located adjacent to each other, and at least one\nguiding\nbar is disposed on the first side surface;\n(b) allowing the guiding bar of the removable\nbattery\nmodule to be aligned\nwith a guiding part of a fixing device of an\nelectric\nvehicle\n, and moving the\nremovable\nbattery\nmodule along the guiding part of the fixing device to a\nspecified\nposition;\n(c) enabling a driving part of the fixing device to drive a main transmission\npart\nto be moved horizontally, so that a first stopping part pivotally coupled with\nthe\nmain transmission part is correspondingly rotated to urge against an end part\nof the\nguiding bar; and\n(d) allowing a second stopping part of the fixing device to be correspondingly\nrotated to lock the second side surface of the removable\nbattery\nmodule while\nthe\nmain transmission part is moved horizontally, wherein the second stopping part\nis\npivotally coupled with the main transmission part through plural connection\n18\nelements.\n8. The fixing method according to claim 7, wherein the main transmission part\nfurther comprises a guiding slot, wherein the main transmission part is\ncoupled\nwith a base by penetrating a fixing pin through the guiding slot, wherein a\nreciprocating moving distance of the main transmission part is limited by a\nfirst\nend and a second end of the guiding slot and a locking status and an unlocking\nstatus of the fixing device are defined, wherein when the end part of the\nguiding\nbar is urged against by the first stopping part in the step (c) and the second\nside\nsurface of the removable\nbattery\nmodule is locked by the second stopping part\nin\nthe step (d), the fixing device is in the locking status.\n9. The fixing method according to claim 8, wherein when the fixing device is\nin\nthe unlocking status, the first stopping part is inclined with respect to the\nmain\ntransmission part, wherein when the main transmission part is driven by the\ndriving\npart to be moved horizontally and the fixing device is in the locking status\nin the\nstep (c), the first stopping part is rotated and upraised to urge against the\nend part\nof the guiding bar on the first side surface of the removable\nbattery\nmodule,\nso that\nthe removable\nbattery\nmodule is locked by the first stopping part.\n10. The fixing method according to claim 8, wherein when the fixing device is\nin\nthe unlocking status, the second stopping part is in an upright state, wherein\nwhen\nthe main transmission part is driven by the driving part to be moved\nhorizontally\nand the fixing device is in the locking status in the step (d), the second\nstopping\npart is rotated downwardly through the transmission of the plural connection\nelements and the second stopping part is in a horizontal state to lock the\nsecond\n19\nside surface of the removable\nbattery\nmodule, so that a second locking\nmechanism\nfor the removable\nbattery\nmodule is performed. | 61/616,045 | United States of America | 2012-03-27 | La présente invention se rapporte à un ensemble de dispositifs de fixation pour une batterie amovible d'un véhicule électrique, ledit ensemble comprenant une batterie amovible (2) et un dispositif de fixation (11) disposés sur un véhicule électrique (1). La batterie amovible comprend un corps (20) ainsi qu'un premier côté (21) et un second côté (22) du corps et le premier côté est pourvu de barres de guidage (211, 231). Le dispositif de fixation comprend une base (110), un élément d'entraînement (111), une partie de guidage (113), une partie de liaison principale (112), une première partie de butée (114) et une seconde partie de butée (115). Lorsque la batterie amovible est placée dans le véhicule électrique, les barres de guidage sur le premier côté sont poussées vers une position qui doit être fixe par rapport à la partie de guidage du dispositif de fixation ; l'élément d'entraînement du dispositif de fixation entraîne la partie de liaison principale pour réaliser un mouvement de va-et-vient horizontal et force la première partie de butée à entrer par conséquent en rotation et à presser contre des parties d'extrémité des barres de guidage ; et, par ailleurs, entraînée par les multiples ensembles de parties de raccordement, la seconde partie de butée est, par conséquent, verrouillée à un côté de la batterie amovible. Le dispositif de fixation permet que la batterie amovible soit disposée de manière stable dans le véhicule et facilite les opérations de verrouillage et de déverrouillage. | True |
| 238 | Patent 2916372 Summary - Canadian Patents Database | CA 2916372 | NaN | BATTERYARRANGEMENT FORELECTRICALLYPOWERED INDUSTRIALVEHICLE | AGENCEMENT DE BATTERIE POUR UN VEHICULE INDUSTRIEL A ALIMENTATION ELECTRIQUE | NaN | LUNDSTROM, DAG | 2022-08-30 | 2014-06-26 | SMART & BIGGAR LP | English | ALELION ENERGY SYSTEMS AB | 7\nCLAIMS\n1.\nBattery\narrangement for\nelectric\npowering of an industrial\nvehicle\n, the\nbattery\narrangement being removably connectable to the\nvehicle\n, wherein the\nbattery\narrangement can be set to a first state, wherein the\nbattery\narrangement is\nprevented\nfrom turning power off to the\nvehicle\n, and in that the\nbattery\narrangement can\nbe set\nto a second state, wherein the\nbattery\narrangement is allowed to turn power\noff to the\nvehicle\n, wherein the\nbattery\narrangement comprises one or more current\nsensors,\nand wherein the\nbattery\narrangement is in the first state, when a measured\ncurrent\nout from the\nbattery\narrangement exceeds a first current level threshold, and\nwherein\nthe\nbattery\narrangement is in the second state, when a measured current out\nfrom\nthe\nbattery\narrangement is below the first current level threshold during a\nfirst\npredetermined period of time.\n2.\nBattery\narrangement according to claim 1, wherein the first current level\nthreshold is\nbetween 3 Ampere and 30 Ampere and the first period of time is between 3\nseconds\nand 60 seconds.\n3.\nBattery\narrangement according to claim 1, wherein the first current level\nthreshold is\n8-12 Ampere and the first period of time is between 3 seconds and 60 seconds\n4.\nBattery\narrangement according to any one of claims 1-3, wherein the\nbattery\narrangement comprises one or more current sensors, and wherein the\nbattery\narrangement is in the first state when a measured current into the\nbattery\narrangement exceeds a second current level threshold, and wherein the\nbattery\narrangement is in the second state when a measured current into the\nbattery\narrangement is below the second current level threshold during a second\npredetermined period of time.\n5.\nBattery\narrangement according to claim 4, wherein the predetermined second\ncurrent\nlevel is between 3 Ampere and 30 Ampere and the predetermined second period of\n8\ntime is between 3 seconds and 60 seconds.\n6.\nBattery\narrangement according to claim 4, wherein the predetermined second\ncurrent\nlevel is 8-12 Ampere and the predetermined second period of time is between 3\nseconds and 60 seconds\n7.\nBattery\narrangement according to any one of claims 1-6, wherein the\nbattery\narrangement comprises\nbattery\ncells, a\nbattery\nmanagement system, breakers,\nand\nsensors measuring voltage and temperature of the cells.\n8.\nBattery\narrangement according to any one of claims 1-3, wherein the\nbattery\narrangement comprises a lithium-ion\nbattery\n, a nickel-metal hydride\nbattery\nor\na lead\nbattery\n.\n9.\nElectrically\npowered industrial\nvehicle\ncomprising a\nbattery\narrangement\naccording to\nany one of claims 1-8.\n10. Method for operation of a\nbattery\narrangement in an\nelectrically\npowered\nindustrial\nvehicle\n, the\nbattery\narrangement being removably connectable to the\nvehicle\n, wherein the method comprises -setting the\nbattery\narrangement to a\nfirst\nstate, wherein the\nbattery\nis prevented from turning power off to the\nvehicle\nwhen a\nmeasured current out from the\nbattery\narrangement exceeds a first current\nlevel\nthreshold -setting the\nbattery\narrangement to a second state, wherein the\nbattery\narrangement is allowed to turn power off to the\nvehicle\nwhen a measured\ncurrent out\nfrom the\nbattery\narrangement is below a first current level threshold during a\nfirst\npredetermined period of time.\n11. Method according to claim 10, wherein the\nbattery\narrangement comprises\none\nor more current sensors, the method comprising: -setting the\nbattery\narrangement in\nthe first state when a measured current into the\nbattery\narrangement exceeds a\nsecond current level threshold, -setting the\nbattery\narrangement in the second\nstate\n9\nwhen a measured current into the\nbattery\narrangement is below the second\ncurrent\nlevel threshold during a second predetermined period of time. | 1350803-1 | Sweden | 2013-06-28 | La présente invention concerne un agencement de batterie pour un véhicule industriel à alimentation électrique. L'agencement de batterie comprend une batterie et un équipement auxiliaire conçu pour relier la batterie au véhicule. La batterie est reliée de façon amovible au véhicule et comprend un capteur de courant. La batterie est dans un premier état (A) lorsqu'un courant mesuré hors de la batterie dépasse un premier niveau de courant prédéterminé. Dans le premier état (A), la batterie est empêchée de mettre le véhicule hors tension. La batterie est dans un second état (B) lorsqu'un courant mesuré hors de la batterie est inférieur à un premier niveau de courant prédéterminé pendant une première période prédéterminée. Dans le second état (B), la batterie est permise de mettre le véhicule hors tension. | True |
| 239 | Patent 2868641 Summary - Canadian Patents Database | CA 2868641 | NaN | REMOVABLEBATTERYFIXING ASSEMBLY OFELECTRICVEHICLEAND FIXING METHOD THEREOF | ENSEMBLE DE DISPOSITIFS DE FIXATION POUR UNE BATTERIE AMOVIBLE D'UN VEHICULE ELECTRIQUE ET PROCEDE DE VERROUILLAGE DE CE DERNIER | NaN | WEN, CHUNG-WEI | 2017-02-14 | 2013-03-27 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. A removable\nbattery\nfixing assembly of an\nelectric\nvehicle\n, comprising:\na removable\nbattery\nmodule comprising:\na main body having a first side surface and a second side surface, wherein the\nfirst side surface and the second side surface is located adjacent to each\nother, and\nat least one guiding bar is disposed on the first side surface; and\na fixing device installed in a\nvehicle\nbody of an\nelectric\nvehicle\nand\ncomprising:\na base;\na driving part disposed on the base;\na main transmission part connected with the driving part;\na guiding part disposed on the base;\na first stopping part pivotally coupled with the main transmission part; and\na second stopping part pivotally coupled with the main transmission part\nthrough plural connection elements,\nwherein for installing the removable\nbattery\nmodule in the\nvehicle\nbody of the\nelectric\nvehicle\n, the at least one guiding bar on the first side surface of\nthe\nremovable\nbattery\nmodule is aligned with the guiding part and moved along the\nguiding part, wherein when the removable\nbattery\nmodule is moved to a\nspecified\nposition, the main transmission part is driven by the driving part to be moved\nhorizontally, so that the first stopping part is correspondingly rotated to\nurge\nagainst an end part of the guiding bar, wherein when the removable\nbattery\nmodule\nis moved to the specified position, the second stopping part is\ncorrespondingly\ndriven by the plural connection elements to lock the second side surface of\nthe\nremovable\nbattery\nmodule.\n16\n2. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 1, wherein the main transmission part further comprises a guiding slot,\nwherein the main transmission part is coupled with the base by penetrating a\nfixing\npin through the guiding slot, wherein a reciprocating moving distance of the\nmain\ntransmission part is limited by a first end and a second end of the guiding\nslot and a\nlocking status and an unlocking status of the fixing device are defined\naccording to\na position of the fixing pin relative to the first end and the second end of\nthe\nguiding slot.\n3. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 2, wherein when the fixing device is in the unlocking status, the first\nstopping part is inclined with respect to the main transmission part, wherein\nwhen\nthe main transmission part is driven by the driving part to be moved\nhorizontally\nand the fixing device is in the locking status, the first stopping part is\nrotated and\nupraised to urge against the end part of the guiding bar on the first side\nsurface of\nthe removable\nbattery\nmodule, so that the removable\nbattery\nmodule is locked\nby\nthe first stopping part.\n4. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 2, wherein when the fixing device is in the unlocking status, the second\nstopping part is in an upright state, wherein when the main transmission part\nis\ndriven by the driving part to be moved horizontally and the fixing device is\nin the\nlocking status, the second stopping part is rotated downwardly through the\ntransmission of the plural connection elements and the second stopping part is\nin a\nhorizontal state to lock the second side surface of the removable\nbattery\nmodule, so\nthat a second locking mechanism for the removable\nbattery\nmodule is performed.\n17\n5. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 1, wherein the driving part is a hydraulic driving element, an oil\npressure\ndriving element, a pneumatic driving element or a screw rod.\n6. The removable\nbattery\nfixing assembly of the\nelectric\nvehicle\naccording to\nclaim 1, wherein the driving part is a pneumatic cylinder.\n7. A fixing method for a removable\nbattery\nfixing assembly of an\nelectric\nvehicle\n,\nthe fixing method comprising steps of:\n(a) providing a removable\nbattery\nmodule, wherein the removable\nbattery\nmodule has a first side surface and a second side surface, the first side\nsurface and\nthe second side surface are located adjacent to each other, and at least one\nguiding\nbar is disposed on the first side surface;\n(b) allowing the guiding bar of the removable\nbattery\nmodule to be aligned\nwith a guiding part of a fixing device of an\nelectric\nvehicle\n, and moving the\nremovable\nbattery\nmodule along the guiding part of the fixing device to a\nspecified\nposition;\n(c) enabling a driving part of the fixing device to drive a main transmission\npart\nto be moved horizontally, so that a first stopping part pivotally coupled with\nthe\nmain transmission part is correspondingly rotated to urge against an end part\nof the\nguiding bar; and\n(d) allowing a second stopping part of the fixing device to be correspondingly\nrotated to lock the second side surface of the removable\nbattery\nmodule while\nthe\nmain transmission part is moved horizontally, wherein the second stopping part\nis\npivotally coupled with the main transmission part through plural connection\n18\nelements.\n8. The fixing method according to claim 7, wherein the main transmission part\nfurther comprises a guiding slot, wherein the main transmission part is\ncoupled\nwith a base by penetrating a fixing pin through the guiding slot, wherein a\nreciprocating moving distance of the main transmission part is limited by a\nfirst\nend and a second end of the guiding slot and a locking status and an unlocking\nstatus of the fixing device are defined, wherein when the end part of the\nguiding\nbar is urged against by the first stopping part in the step (c) and the second\nside\nsurface of the removable\nbattery\nmodule is locked by the second stopping part\nin\nthe step (d), the fixing device is in the locking status.\n9. The fixing method according to claim 8, wherein when the fixing device is\nin\nthe unlocking status, the first stopping part is inclined with respect to the\nmain\ntransmission part, wherein when the main transmission part is driven by the\ndriving\npart to be moved horizontally and the fixing device is in the locking status\nin the\nstep (c), the first stopping part is rotated and upraised to urge against the\nend part\nof the guiding bar on the first side surface of the removable\nbattery\nmodule,\nso that\nthe removable\nbattery\nmodule is locked by the first stopping part.\n10. The fixing method according to claim 8, wherein when the fixing device is\nin\nthe unlocking status, the second stopping part is in an upright state, wherein\nwhen\nthe main transmission part is driven by the driving part to be moved\nhorizontally\nand the fixing device is in the locking status in the step (d), the second\nstopping\npart is rotated downwardly through the transmission of the plural connection\nelements and the second stopping part is in a horizontal state to lock the\nsecond\n19\nside surface of the removable\nbattery\nmodule, so that a second locking\nmechanism\nfor the removable\nbattery\nmodule is performed. | 61/616,045 | United States of America | 2012-03-27 | La présente invention se rapporte à un ensemble de dispositifs de fixation pour une batterie amovible d'un véhicule électrique, ledit ensemble comprenant une batterie amovible (2) et un dispositif de fixation (11) disposés sur un véhicule électrique (1). La batterie amovible comprend un corps (20) ainsi qu'un premier côté (21) et un second côté (22) du corps et le premier côté est pourvu de barres de guidage (211, 231). Le dispositif de fixation comprend une base (110), un élément d'entraînement (111), une partie de guidage (113), une partie de liaison principale (112), une première partie de butée (114) et une seconde partie de butée (115). Lorsque la batterie amovible est placée dans le véhicule électrique, les barres de guidage sur le premier côté sont poussées vers une position qui doit être fixe par rapport à la partie de guidage du dispositif de fixation ; l'élément d'entraînement du dispositif de fixation entraîne la partie de liaison principale pour réaliser un mouvement de va-et-vient horizontal et force la première partie de butée à entrer par conséquent en rotation et à presser contre des parties d'extrémité des barres de guidage ; et, par ailleurs, entraînée par les multiples ensembles de parties de raccordement, la seconde partie de butée est, par conséquent, verrouillée à un côté de la batterie amovible. Le dispositif de fixation permet que la batterie amovible soit disposée de manière stable dans le véhicule et facilite les opérations de verrouillage et de déverrouillage. | True |
| 240 | Patent 2711382 Summary - Canadian Patents Database | CA 2711382 | NaN | CHARGE CIRCUIT SYSTEMS AND METHODS OF USING THE SAME | SYSTEMES DE CIRCUIT DE CHARGE ET LEURS PROCEDES D'UTILISATION | NaN | JORDAN, ROBERT H. | NaN | 2009-01-05 | SMART & BIGGAR | English | IDLE FREE SYSTEMS, INC. | CLAIMS\nWhat is claimed is:\n1. A\nvehicle\ncomprising a system comprising a plurality of isolated, charge\ncircuits powered by a single, multi-output alternator, wherein said alternator\nprovides\na first type of energy to a first circuit of said plurality of circuits, and a\nsecond type of\nenergy to a second circuit of said plurality of circuits, wherein said first\ncircuit of said\nplurality of circuits comprises a\nvehicle\nstarter\nbattery\n, and wherein said\nsecond\ncircuit of said plurality of circuits comprises a plurality of non-lead acid\nbatteries\n.\n2. The system of Claim 1, wherein said first circuit is a 12 volt DC circuit.\n3. The system of Claim 2, wherein said 12 volt DC circuit powers a 12 volt\ndevice utilized in a\nvehicle\nwhen said\nvehicle's\nengine is running.\n4. The system of Claim 3, wherein said 12 volt devices are selected from the\ngroup consisting of headlights, radio, wipers, blower fan, defroster, and\nengine\nmonitoring components.\n5. The system of Claim 1, wherein said second circuit is a 24 volt DC circuit.\n6. The system of Claim 5, wherein said plurality of non-lead acid\nbatteries\npower\na device utilized in a\nvehicle\nwhen said\nvehicle's\nengine is not running.\n7. The system of Claim 6, wherein said device comprises climate control\nsystems.\n8. The system of Claim 7, wherein said climate control system is a heater.\n9. The system of Claim 7, wherein said climate control system is an air\nconditioner.\n52\n10. The system of Claim 1, wherein a\nbattery\nin said second circuit holds a\nhigher\nvoltage than a\nbattery\nin said first circuit.\n11. The system of Claim 1, wherein a\nbattery\nin said second circuit produces\npower down to a lower voltage than a\nbattery\nfound in said first circuit.\n12. The system of Claim 1, wherein a\nbattery\nin said second circuit produces\npower in a larger range than a\nbattery\nin said first circuit.\n13. The system of Claim 1, wherein said system allows power to be regulated in\neach circuit independently of each other\n14. The system of Claim 1, wherein said plurality of non-lead acid\nbatteries\ncomprise an absorbed glass mat\nbattery\n.\n15. A system comprising a plurality of isolated, charge circuits powered by a\nsingle, multi-output alternator, wherein said alternator provides a first type\nof energy\nto a first circuit of said plurality of circuits, and a second type of energy\nto a second\ncircuit of said plurality of circuits, wherein said first circuit of said\nplurality of circuits\ncomprises a first type of energy storage device, and wherein said second\ncircuit of\nsaid plurality of circuits comprises a second type of energy storage device.\n16. A method of distributing\nelectricity\nin a\nvehicle\ncomprising providing a\nplurality of isolated, charge circuits powered by a single, multi-output\nalternator,\nwherein said alternator provides a first type of energy to a first circuit of\nsaid plurality\nof circuits, and a second type of energy to a second circuit of said plurality\nof circuits,\nwherein said first circuit of said plurality of circuits comprises a\nvehicle\nstarter\nbattery\n, and wherein said second circuit of said plurality of circuits\ncomprises a non-\nlead acid\nbattery\n.\n17. A system for heating a\nvehicle\n, where said system comprises a hybrid\nelectrical\ncircuit that is separate from said\nvehicle's\nstarter\nbattery\ncircuit, wherein\nsaid hybrid\nelectrical\ncircuit comprises a bank of\nbatteries\nthat provide\nelectrical\nenergy to a water heater and pump within said hybrid circuit, wherein said\nwater\n53\nheater heats coolant in water lines that is pumped throughout said system, and\nwherein the separation of the hybrid\nbatteries\nof said hybrid circuit from the\nstarter\nbatteries\nof said starter\nbattery\ncircuit permits said hybrid\nbatteries\nto\nprovide\nelectrical\nenergy to said water heater at a\nbattery\ncharge that is below the\ndepleted\ncharge of said starter\nbatteries\n.\n18. The system for heating a\nvehicle\nof Claim 17, wherein said\nbattery\ncharge\nis a\ncharge between 10.0 volts and 12.1 volts.\n19. The system for heating a\nvehicle\nof Claim 17, wherein the heated coolant\nin\nsaid water lines is utilized to provide heat to fuel present in fuel lines\nwithin said\nvehicle\n.\n20. The system for heating a\nvehicle\nof Claim 17, wherein the hybrid\nbatteries\nof\nsaid hybrid circuit provide\nelectrical\nenergy to a fuel tank heater and/or an\nin-line fuel\nheater.\n21. A\nvehicle\ncomprising a water heater connected to the\nvehicle's\ncoolant\ncircuit,\nwherein the water heater is powered by a hybrid\nbattery\ncircuit of the\nvehicle\nthat is\nseparate from the 12V starting\nbattery\ncircuit of the\nvehicle\n.\n22. The\nvehicle\nof Claim 21, wherein when the water heater is turned on the\nheat\nproduced is pumped through the\nvehicle's\ncoolant system.\n23. The\nvehicle\nof Claim 22, wherein the engine and/or heater cores receive\nthe\nheat.\n24. The\nvehicle\nof Claim 23, wherein heat delivered to the heater cores bring\nheat\ninto the interior of the\nvehicle\n.\n25. The\nvehicle\nof Claim 22, wherein\nvehicle\nengine temperature is maintained\nat\na temperature warmer than the surrounding environment for extended periods of\ntime\nwithout engine running.\n54\n26. The\nvehicle\nof Claim 25, wherein when coolant present in the water heater\nsystem reaches 120 °F, the water heater is powered by the hybrid\nbattery\ncircuit to\nheat the coolant to a temperature greater than 120°F.\n27. The\nvehicle\nof Claim 25, wherein the period of time is greater than 6\nhours.\n28. The\nvehicle\nof Claim 25, wherein the period of time is greater than 10\nhours.\n29. The\nvehicle\nof Claim 21, wherein the\nvehicle\nis selected from the group\nconsisting of a truck, bus, car, and boat.\n30. The\nvehicle\nof Claim 21, wherein the hybrid\nbattery\ncircuit comprises 24\nvolt\ndirect current power.\n31. The\nvehicle\nof Claim 21, wherein heated coolant lines are utilized to\nprovide\nheat to a fuel line and/or fuel tank of the\nvehicle\n.\n32. A\nvehicle\ncomprising a plurality of charge circuits, wherein the plurality\nof\ncircuits comprise a 12V DC power circuit and a 24V DC power circuit.\n33. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin the 12V DC power circuit\nare designed to release\nbattery\nvoltage faster than\nbatteries\nwithin the 24V\nDC power\ncircuit.\n34. The\nvehicle\nof Claim 32, wherein\nbatteries\nof the 12V DC power circuit and\nthe 24V DC power circuit require different types of\nbattery\ncharging.\n35. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin a 24V DC power circuit\nare\nconfigured to hold 2.2 volts per cell.\n36. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin a 12V DC power circuit\nare\nconfigured to hold 2.1 volts per cell.\n37. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin a 24V DC power circuit\nproduce usable power down to a voltage in which\nbatteries\nin the 12V power\ncircuit\nare not usable for starting the\nvehicle\n.\n38. The\nvehicle\nof Claim 37, wherein\nbatteries\nwithin a 24V DC power circuit\nare\nutilized until the\nbatteries\nreach a charge of 9.5 volts.\n39. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin the 24V DC power circuit\nare utilized to power\nelectrical\nsystems during times in which the\nvehicle's\nengine is\noff.\n40. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin the 24V DC power circuit\nare utilized to power a split air conditioning system or heating system.\n41. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin the 12V DC power circuit\nare utilized to start the\nvehicle\n.\n42. The\nvehicle\nof Claim 32, wherein the 12V DC power circuit comprises an\nalternator with a voltage regulator designed to charge a starter\nbattery\n.\n43. The\nvehicle\nof Claim 32, wherein the 12V DC power circuit comprises one or\nmore components selected from the group consisting of a 12 volt alternator,\nvoltage\nregulator, starter solenoid, starter, 12 volt\nbatteries\n, distribution panel,\nfuse panel,\ncircuit breakers, lighting, on-board computers used to monitor\nvehicle\nfunction, fans,\nengine controls,\nvehicle\ninterior lighting, a radio, and wipers.\n44. The\nvehicle\nof Claim 32, wherein\nbatteries\nwithin the 24V DC power circuit\neliminate the need to run the engine when the engine is not required to move\nthe\nvehicle\n.\n45. The\nvehicle\nof Claim 32, wherein the 24V DC power circuit comprises one or\nmore components selected from the group consisting a 24 volt alternator,\nvoltage\nregulator, fuse, breaker,\nbattery\nbank, a device configured to run on non-12V\npower,\ninverter, air conditioner, air heater, water heater, and refer link.\n56\n46. The\nvehicle\nof Claim 32, wherein power is provided to the 12V DC power\ncircuit and the 24V DC power circuit by a single, multi-output alternator.\n47. A split air conditioning system, wherein the split air conditioning system\ncomprises an evaporator unit comprising an evaporator and evaporator fan\nlocated in\nan interior portion of a\nvehicle\nand a compressor and condenser comprising a\ncondenser coil and condenser fan located in an exterior portion of a\nvehicle\n.\n48. The split air conditioning system of Claim 47, wherein the system is\npowered\nby a hybrid\nbattery\ncircuit of a\nvehicle\nthat is separate from the 12V\nstarting\nbattery\ncircuit of a\nvehicle\n.\n49. The split air conditioning system of Claim 47, wherein the system has a\nSeasonal Energy Efficiency Rating (SEER) between 13 and 22.\n50. The split air conditioning system of Claim 47, wherein the evaporator and\nevaporator fan are located in an enclosure further comprising a condensate\ndrain pan.\n51. The split air conditioning system of Claim 50, wherein the evaporator fan\nis a\ndual squirrel cage blower that blows air through a plurality of discharge\ngrilles in the\nabsence of fixed and/or flexible ducts.\n52. The split air conditioning system of Claim 47, wherein the compressor is a\nrotary compressor.\n53. The split air conditioning system of Claim 47, wherein the compressor and\ncondenser are located within an enclosure and the enclosure is mounted to an\nexternal\ncomponent of a\nvehicle\n.\n54. The split air conditioning system of Claim 47, wherein the condenser fan\npulls\nair through the condenser.\n57\n55. The split air conditioning system of Claim 47, further comprising a pure\nsine\nwave inverter or a modified sine wave inverter.\n56. The split air conditioning system of Claim 47, wherein the system does not\ncomprise a transformer separate from an inverter associated transformer.\n57. The split air conditioning system of Claim 47, wherein the system\ncomprises a\ncompressor circuit, a condenser circuit comprising a brushless condenser fan\nand an\nevaporator circuit, wherein the compressor circuit has an amperage draw of\nabout 4.5\namps AC or less, the condenser circuit has an amperage draw of about 0.25 AC\namps\nor less, and the evaporator circuit has an amperage draw of about 0.32 AC amps\nor\nless.\n58. The split air conditioning system of Claim 47, further comprising a\nthermostat\npowered independently of other components of the system.\n59. The split air conditioning system of Claim 58, wherein the thermostat is\npowered by one or more 1.5V AA\nbatteries\n.\n60. The split air conditioning system of Claim 47, wherein the system is\npowered\nby one or a plurality of Absorbed Glass Mat (AGM)\nbatteries\n.\n61. The split air conditioning system of Claim 47, wherein the system\ncomprises\nR134A FREON.\n62. The split air conditioning system of Claim 47, wherein the system further\ncomprises a suction accumulator.\n63. The split air conditioning system of Claim 62, wherein the suction\naccumulator recovers the cold temperature of FREON carried toward the\ncondenser.\n64. The split air conditioning system of Claim 47, wherein the condenser fan\nruns\nindependent of condenser pressure.\n58\n65. The split air conditioning system of Claim 47, wherein the condenser fan\nruns\nwhen the compressor is run.\n66. The split air conditioning system of Claim 47, wherein the system is\ninstalled\nin a\nvehicle\n.\n67. The split air conditioning system of Claim 66, wherein the\nvehicle\nis\nselected\nfrom the group consisting of an over the road truck, a day truck, a school\nbus, a city\nbus, an automobile, a truck, an ambulance, a police car, a taxi cab, a fire\ntruck, and a\nboat.\n59 | 61/018,790 | United States of America | 2008-01-03 | La présente invention a trait à des systèmes de circuit électrique et à leurs procédés d'utilisation. En particulier, la présente invention a trait à un système comprenant un circuit de batterie hybride indépendant (par exemple, alimenté par un seul alternateur à sortie multiple), à des véhicules comprenant ce système et à des systèmes (par exemple, des systèmes de climatisation, des systèmes de chauffage ou des systèmes de chauffage de canalisation de carburant) alimentés par ce système. En particulier, la présente invention a trait à des systèmes comprenant un circuit de batterie hybride contenant une ou plusieurs batteries rechargeables (par exemple, des batteries qui alimentent des dispositifs de composants spécifiques au circuit) et à des véhicules comprenant ces systèmes, le circuit de batterie hybride étant indépendant du circuit de batterie du démarreur d'un véhicule (par exemple, non limité par le circuit de batterie du démarreur d'un véhicule). Les systèmes et les procédés selon la présente invention sont utiles afin de réduire les émissions des véhicules (par exemple, les émissions de dioxyde de carbone, d'oxyde d'azote et/ou de particules), d'économiser du carburant, d'augmenter la durée de vie du moteur et de diminuer les frais d'entretien du moteur. | True |
| 241 | Patent 2875225 Summary - Canadian Patents Database | CA 2875225 | NaN | BATTERYMODULE CONFIGURATION STRUCTURE FOR ARTICULATEDELECTRICBUS | STRUCTURE DE CONFIGURATION DE MODULE DE BATTERIE POUR BUS ELECTRIQUE ARTICULE | NaN | LI, HSUNSHENG, YU, NENGHAN, WEN, CHUNGWEI, SHU, CHINGAN | 2017-06-06 | 2013-05-31 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. A\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus,\ncomprising:\na\nvehicle\nbody comprising a first rigid compartment, a second rigid\ncompartment and a joint unit, wherein the first rigid compartment and the\nsecond\nrigid compartment are jointed by the joint unit, and the first rigid\ncompartment and\nthe second rigid compartment are passenger-carrying compartments;\na plurality of wheel shafts disposed on a bottom of the\nvehicle\nbody,\nwherein the wheel shafts comprise a first wheel shaft, a second wheel shaft\nand\na third wheel shaft, and wherein the first wheel shaft and the second wheel\nshaft\nare disposed on a bottom of the first rigid compartment, and the third wheel\nshaft\nis disposed on a bottom of the second rigid compartment,\nwherein the\nvehicle\nbody comprises a front wheel shaft region aligned with\nthe first wheel shaft, a middle wheel shaft region aligned with the second\nwheel\nshaft, and a rear wheel shaft region aligned with the third wheel shaft,\nwherein\nthe front wheel shaft region and the middle wheel shaft region respectively\nhave\ntwo first high platform portions and two second high platform portions, and\nthe\nrear wheel shaft region has two third high platform portions;\na plurality of\nbattery\nmodules disposed in an interior of the\nvehicle\nbody\nand correspondingly located above at least one of the wheel shafts; and\na plurality of\nbattery\nreceiving boxes disposed in the interior of the\nvehicle\nbody and correspondingly located above the wheel shafts for replaceably\nreceiving the\nbattery\nmodules, wherein the\nbattery\nreceiving boxes are located\nabove the two first high platform portions, the two second high platform\nportions\nand the two third high platform portions.\n2. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 1, wherein the\nbattery\nreceiving boxes are disposed\nadjacent\n12\nto two sides of the\nvehicle\nbody, and the two sides of the\nvehicle\nbody have a\nplurality of door panels corresponding to the\nbattery\nreceiving boxes.\n3. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 1, wherein the interior of the\nvehicle\nbody has an aisle.\n4. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 3, wherein the two first high platform portions are\ndisposed on\ntwo sides of the aisle of the\nvehicle\nbody and disposed opposite to each\nother,\nthe two second high platform portions are disposed on two sides of the aisle\nof\nthe\nvehicle\nbody and disposed opposite to each other, and the two third high\nplatform portions are disposed on two sides of the aisle of the\nvehicle\nbody\nand\ndisposed opposite to each other.\n5. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 1, wherein the articulated\nelectric\nbus is a low-floor\narticulated\nelectric\nbus.\n6. A\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus,\ncomprising:\na first rigid compartment;\na second rigid compartment;\na joint unit jointed with the first rigid compartment and the second rigid\ncompartment;\na first wheel shaft disposed on a bottom of the first rigid compartment;\na second wheel shaft disposed on the bottom of the first rigid\ncompartment;\na third wheel shaft disposed on a bottom of the second rigid compartment,\n13\nwherein the first rigid compartment comprises a front wheel shaft region\naligned with the first wheel shaft and a middle wheel shaft region aligned\nwith the\nsecond wheel shaft, the second rigid compartment comprises a rear wheel shaft\nregion aligned with the third wheel shaft, the front wheel shaft region and\nthe\nmiddle wheel shaft region respectively have two first high platform portions\nand\ntwo second high platform portions, and the rear wheel shaft region has two\nthird\nhigh platform portions;\na plurality of\nbattery\nmodules disposed in an interior of the first rigid\ncompartment and an interior of the second rigid compartment and\ncorrespondingly located above the first wheel shaft, the second wheel shaft\nand\nthe third wheel shaft; and\na plurality of\nbattery\nreceiving boxes disposed in the interior of the first\nrigid compartment and the second rigid compartment and correspondingly\nlocated above the first wheel shaft, the second wheel shaft and the third\nwheel\nshaft for replaceably receiving the\nbattery\nmodules, wherein the\nbattery\nreceiving\nboxes are located above the two first high platform portions, the two second\nhigh\nplatform portions and the two third high platform portions.\n14 | 61/654,549 | United States of America | 2012-06-01 | L'invention concerne une structure de configuration de module de batterie pour un bus électrique articulé, comprenant un corps de véhicule, une pluralité d'arbres de roue et une pluralité de modules de batterie; la pluralité d'arbres de roue est respectivement disposée sur la partie inférieure du corps de véhicule; et la pluralité de modules de batterie est disposée dans le corps de véhicule et est disposée de façon correspondante au-dessus d'au moins un de la pluralité d'arbres de roue. | True |
| 242 | Patent 2626587 Summary - Canadian Patents Database | CA 2626587 | NaN | DESIGN OF A LARGE LOW MAINTENANCEBATTERYPACK FOR A HYBRID LOCOMOTIVE | AGENCEMENT DE BLOC-BATTERIE DE GRANDE TAILLE A ENTRETIEN MINIME POUR LOCOMOTIVE HYBRIDE | NaN | PIKE, JAMES A., JARRETT, BRIAN L. | NaN | 2006-10-19 | ROBIC | English | MI-JACK CANADA, INC. | What is claimed is:\n1. A hybrid\nvehicle\n, comprising:\n(a) a prime mover for generating\nelectrical\nenergy;\n(b) a\nbattery\npack for receiving, storing, and providing, as needed, the\nelectrical\nenergy, the\nbattery\npack comprising a plurality of\nbattery\ncells; and\n(c) at least one motor for consuming the\nelectrical\nenergy, wherein the\nvehicle\ncomprises\nat least one of the following:\n(c1) a hood assembly, the hood assembly comprising a chimney vent and hood and\nwall members respectively defining upper and lower plenums, the upper and\nlower plenums being\nin fluid communication with the chimney vent and separated by the wall member,\nthe wall member\ninhibiting airflow between the upper and lower plenums, and the lower plenum\nbeing in fluid\ncommunication with and removing heated air from the\nbattery\npack, wherein\nheated air in the\nupper and/or lower plenums passes, by free convection, through the chimney\nvent and into the\nexternal environment;\n(c2) a plurality of airflow channels in communication with the lower plenum, a\nfirst\nset of airflow channels being positioned between adjacent\nbattery\ncells and a\nsecond set of airflow\nchannels being positioned between\nbattery\ncells and the wall member, the\nairflow channels in the\nfirst set having a first cross-sectional area normal to the direction of\nairflow and the airflow\nchannels in the second set having a second cross-sectional area normal to the\ndirection of airflow,\nand wherein the first cross-sectional area is greater than the second cross-\nsectional area;\n(c3) a rack structure, the rack structure comprising a plurality of vertical\nand\nhorizontal fire wall members defining a plurality of containment sections,\neach section receiving\na corresponding set of\nbattery\ncells, whereby a fire in one section is\nretarded from spreading to an\nadjacent section;\n(c4) a fan positioned in a fan duct, the fan duct being in communication with\nthe\nchimney vent, wherein, when the\nbattery\npack is less than a first temperature,\nthe fan is disabled\nand removal of heated air from the\nbattery\npack is done by free convection\nalone and wherein,\nwhen the\nbattery\npack is more than a second temperature, the fan is enabled\nand removal of at least\na portion of heated air from the\nbattery\npack is done by forced convection;\n(c5) a plurality of vertical and longitudinal shock absorbers, a set of\nvertical and\nlongitudinal shock absorbers being positioned in each containment section to\nabsorb at least a\nportion of shock imparted to the absorbers by movement of and impacts to the\nvehicle\n;\n-20-\n(c6) an\nelectrically\ninsulating material positioned between the rack structure\nand a\nsupporting deck of the\nvehicle\nand/or between each cell and a supporting\nmember in the rack\nstructure; and\n(c7) a support plate structure supporting the\nbattery\nrack, the support plate\nstructure\nbeing operable to permit and limit movement of the\nbattery\nrack relative to\nthe support plate\nstructure.\n2. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c1).\n3. The hybrid\nvehicle\nof claim 2, wherein the\nvehicle\ncomprises feature (c4)\nand\nwherein a plane of the fan is positioned below a plurality of louvres in the\nhood member, the\nlouvres permitting air in the external environment to enter into the upper\nplenum.\n4. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c2)\nand\nfurther comprising a second plurality of airflow channels, the second\nplurality of airflow channels\nbeing transverse to the plurality of airflow channels and being positioned\nabove and/or below the\nplurality of cells.\n5. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c3)\nand\nwherein closure members are positioned to inhibit airflow between adjacent\ncontainment sections\nin the event of a fire.\n6. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c4).\n7. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c5).\n8. The hybrid\nvehicle\nof claim 7, wherein each cell is able to withstand shock\nloading\nof no less than 2 gs in the longitudinal direction, no less than about 0.25 gs\nin the vertical direction,\nand no less than about 0.1 g lateral acceleration.\n9. The hybrid\nvehicle\nof claim 7, wherein each cell is able to withstand\nconstant\nvibration loading of no less than 0.00003-m deflection at 100 cycles per\nsecond and 0.03-m\ndeflection at 1 cps.\n10. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c6).\n11. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c7).\n12. A method for operating a hybrid\nvehicle\n, comprising:\n(a) generating, by a prime mover,\nelectrical\nenergy;\n(b) receiving, storing, and providing, as needed and by a\nbattery\npack, the\nelectrical\nenergy,\nthe\nbattery\npack comprising a plurality of\nbattery\ncells;\n-21-\n(c) providing to at least one motor the\nelectrical\nenergy; and\n(d) at least one of the following additional steps:\n(d1) passing, by free convection, heated air through upper and/or lower\nplenums and\nthrough a chimney vent into the ambient atmosphere, wherein a hood assembly\ncomprises the\nchimney vent and hood and wall members respectively defining the upper and\nlower plenums, the\nupper and lower plenums being in fluid communication with the chimney vent and\nseparated by\nthe wall member, the wall member inhibiting airflow between the upper and\nlower plenums, and\nthe lower plenum being in fluid communication with and removing heated air\nfrom the\nbattery\npack;\n(d2) passing heated air through a plurality of airflow channels in\ncommunication\nwith the lower plenum, a first set of airflow channels being positioned\nbetween adjacent\nbattery\ncells and a second set of airflow channels being positioned between\nbattery\ncells and the wall\nmember, the airflow channels in the first set having a first cross-sectional\narea normal to the\ndirection of airflow and the airflow channels in the second set having a\nsecond cross-sectional area\nnormal to the direction of airflow, and wherein the first cross-sectional area\nis greater than the\nsecond cross-sectional area;\n(d3) providing a rack structure, the rack structure comprising a plurality of\nvertical\nand horizontal fire wall members defining a plurality of containment sections,\neach section\nreceiving a corresponding set of\nbattery\ncells, whereby a fire in one section\nis retarded from\nspreading to an adjacent section;\n(d4) providing a fan positioned in a fan duct, the fan duct being in\ncommunication\nwith the chimney vent, wherein, when the\nbattery\npack is less than a first\ntemperature, the fan is\ndisabled and removal of heated air from the\nbattery\npack is done by free\nconvection alone and\nwherein, when the\nbattery\npack is more than a second temperature, the fan is\nenabled and removal\nof heated air from the\nbattery\npack is done by forced convection;\n(d5) providing a,plurality of vertical and longitudinal shock absorbers, a set\nof\nvertical and longitudinal shock absorbers being positioned in each containment\nsection to absorb\nat least a portion of shock imparted to the absorbers by movement of and\nimpacts to the\nvehicle\n;\n(d6) positioning an\nelectrically\ninsulating material between the rack\nstructure and\na supporting deck of the\nvehicle\nand/or between each cell and a supporting\nmember in the rack\nstructure; and\n-22-\n(d7)providing a support plate structure, the support plate structure\nsupporting the\nbattery\nrack and being operable to permit and limit movement of the\nbattery\nrack relative to the\nsupport plate structure.\n13. The method of claim 12, wherein step (d1) is performed.\n14. The method of claim 13, wherein step (d4) is performed and wherein a plane\nof the\nfan is positioned below a plurality of louvres in the hood member, the louvres\npermitting air in the\nexternal environment to enter into the upper plenum.\n15. The method of claim 12, wherein step (d2) is performed and further\ncomprising a\nsecond plurality of airflow channels, the second plurality of airflow channels\nbeing transverse to\nthe plurality of airflow channels and being positioned above and/or below the\nplurality of cells.\n16. The method of claim 12, wherein step (d3) is performed and wherein closure\nmembers are positioned to inhibit airflow between adjacent containment\nsections in the event of\na fire.\n17. The method of claim 12, wherein step (d4) is performed.\n18. The method of claim 12, wherein step (d5) is performed.\n19. The method of claim 18, wherein each cell is able to withstand shock\nloading of no\nless than 2 gs in the longitudinal direction, no less than about 0.25 gs in\nthe vertical direction, and\nno less than about 0.1 g lateral acceleration.\n20. The method of claim 18, wherein each cell is able to withstand constant\nvibration\nloading of no less than 0.00003-m deflection at 100 cycles per second and 0.03-\nm deflection at 1\ncps.\n21. The method of claim 12, wherein step (d6) is performed.\n22. The method of claim 12, wherein step (d7) is performed.\n-23- | 60/728,567 | United States of America | 2005-10-19 | L'invention porte sur des systèmes conçus pour prolonger l'autonomie d'une batterie, notamment pour maintenir la température d'éléments de batterie contenus dans des blocs-batteries dans des limites spécifiées, qui fournissent des vibrations et une résistance aux chocs ; et/ou sur des groupes de batteries isolant électriquement des surfaces conductrices avoisinantes. | True |
| 243 | Patent 2535504 Summary - Canadian Patents Database | CA 2535504 | NaN | MULTIPLEBATTERYSYSTEM, MULTIPLEBATTERYMANAGEMENT SYSTEM, AUXILIARYBATTERYATTACHMENT SYSTEM, AND NETWORK CONTROLLED MULTIPLEBATTERYSYSTEM | SYSTEME DE BATTERIES MULTIPLES, SYSTEME DE GESTION DE BATTERIES MULTIPLES, SYSTEME DE FIXATION DE BATTERIES AUXILIAIRES, ET SYSTEME DE BATTERIES MULTIPLES COMMANDE PAR RESEAU | NaN | ELDER, DAVID, BRUNO, FRANK | NaN | 2004-08-09 | BENNETT JONES LLP | English | RESERVE POWER CELL, LLC | CLAIMS\nWhat is claimed is:\n1. A multiple\nbattery\nsystem comprising:\na\nbattery\nhousing having a common positive terminal and a common negative\nterminal\neach coupled to an\nelectrical\nsystem;\na main\nbattery\nhaving a main positive output and a main negative output;\nat least one auxiliary\nbattery\nhaving an auxiliary positive output and an\nauxiliary\nnegative output; and\na main\nelectrical\ncircuit comprising a coupling of the common positive\nterminal with a\nswitching device, the at least one switching device having at least two\noperating positions, a\nfirst operating position of the at least two operating positions coupling the\ncommon positive\nterminal to the main positive output of the main\nbattery\nand to a one-way\ncharging circuit\nthat precedes and is coupled to the auxiliary positive output and a second\noperating position\nwherein the common positive terminal is coupled through the at least one\nswitching device to\na point in the main circuit beyond the one-way charging circuit that couples\nto the auxiliary\npositive output.\n2. The multiple\nbattery\nsystem of claim 1, wherein the main\nbattery\nis\nelectrically\nisolated\nfrom the auxiliary\nbattery\nin the second position of the at least one\nswitching device.\n3. The multiple\nbattery\nsystem of claim 1, the\nbattery\nhousing further\ncomprising an at least\none main\nbattery\ncompartment containing the main\nbattery\n.\n4. The multiple\nbattery\nsystem of claim 1, wherein the main\nbattery\nis one of\na six-volt, a\ntwelve-volt, or a twenty-four volt\nbattery\n.\n5. The multiple\nbattery\nsystem of claim 1, wherein only the coupling of the\npositive output of\nthe main\nbattery\nand the positive output of the at least one auxiliary\nbattery\nare switched by\nthe switching device.\n66\n6. The multiple\nbattery\nsystem of claim 1, wherein the second operating\nposition of the at\nleast two operating positions isolates the main\nbattery\nfrom the\nelectrical\nsystem and\nintroduces only the at least one auxiliary\nbattery\n.\n7. The multiple\nbattery\nsystem of claim 1, the\nbattery\nhousing further\ncomprising an at least\none auxiliary\nbattery\ncompartment containing the at least one auxiliary\nbattery\n.\n8. The multiple\nbattery\nsystem of claim 1, wherein the at least one auxiliary\nbattery\nis one of a\nsix-volt, twelve-volt, or twenty-four volt\nbattery\n.\n9. The multiple\nbattery\nsystem of claim I, wherein the main\nbattery\nis a\ntwelve-volt\nbattery\nfurther comprising six, two-volt cells and wherein the at least one auxiliary\nbattery\nis a\ntwelve-volt\nbattery\nfurther comprising six two-volt cells.\n10. The multiple\nbattery\nsystem of claim 1, wherein the\nbattery\nhousing\nfurther comprises a\nmain\nbattery\ncompartment containing the main\nbattery\nand an at least one\nauxiliary\nbattery\ncompartment containing the at least one auxiliary\nbattery\n, the main\nbattery\ncompartment\nbeing located atop the at least one auxiliary\nbattery\ncompartment.\n11. The multiple\nbattery\nsystem of claim 1, the\nbattery\nhousing further\ncomprising at least one\nfill tube.\n12. The multiple\nbattery\nsystem of claim 11, wherein the at least one fill\ntube comprises an at\nleast one main\nbattery\nfill tube.\n13. The multiple\nbattery\nsystem of claim 12, wherein the main\nbattery\ncomprises at least one\ncell and the at least one main fill tube comprises a main fill tube for each\ncell of the main\nbattery\n.\n14. The multiple\nbattery\nsystem of claim 1, wherein the at least one fill tube\ncomprises an at\nleast one auxiliary\nbattery\nfill tube.\n67\n15. The multiple\nbattery\nsystem of claim 14, wherein the auxiliary\nbattery\ncomprises at least\none cell and the at least one auxiliary fill tube comprises an auxiliary fill\ntube for each cell of\nthe auxiliary\nbattery\n.\n16. The multiple\nbattery\nsystem of claim 1, further comprising an at least one\nmain fill tube\nand an at least one auxiliary fill tube, the at least one auxiliary fill tube\npassing through the\nmain\nbattery\ncompartment.\n17. The multiple\nbattery\nsystem of claim 1, wherein the one-way charging\ncircuit comprises\nan at least one-way charging diode.\n18. The multiple\nbattery\nsystem of claim 17, wherein the at least one-way\ncharging diode\nfurther comprises an at least one silicon rectifier.\n19. The multiple\nbattery\nsystem of claim 18, wherein the at least one silicon\nrectifier has\nbetween about a 25 and 95 amperage rating.\n20. The multiple\nbattery\nsystem of claim 19, wherein the main\nbattery\nis a 12-\nvolt automobile\nbattery\nand the at least one silicon rectifier has a 12-volt, 45 amp rating.\n21. The multiple\nbattery\nsystem of claim 1, wherein the charging circuit\nfurther comprises an\nat least one high capacity diode and an at least one heat sink coupled to the\nat least one high\ncapacity diode.\n22. The multiple\nbattery\nsystem of claim 21, wherein the at least one high\ncapacity diode has\nbetween about 25 and 95 amperage rating.\n23. The multiple\nbattery\nsystem of claim 22, wherein the at least one high\ncapacity diode has\na 12-volt, 45 amp rating and the at least one heat sink coupled to the high\ncapacity diode has a\nsufficient surface area to dissipate the heat generated by the 12-volt, 45 amp\nrated at least one\nhigh capacity diode.\n24. The multiple\nbattery\nsystem of claim 1, further comprising a controller\ncoupled to and\nswitching the at least one switching device.\n68\n25. The multiple\nbattery\nsystem of claim 24, further comprising an at least\none sensor in\ncommunication with the at least one controller.\n26. The multiple\nbattery\nsystem of claim 25, wherein the at least one sensor\nfurther comprises\nan at least one main\nbattery\nvoltage sensor.\n27. The multiple\nbattery\nsystem of claim 26, wherein the at least one sensor\nfurther comprises\nan at least one main\nbattery\ncold cranking amperage sensor.\n28. The multiple\nbattery\nsystem of claim 27, wherein the at least one sensor\nfurther comprises\nan at least one auxiliary\nbattery\nvoltage sensor.\n29. The multiple\nbattery\nsystem of claim 28, further comprising an auxiliary\nbattery\ncold\ncranking amperage sensor.\n30. The multiple\nbattery\nsystem of claim 29, wherein the at least one sensor\nfurther comprises\nan at least one switch position sensor.\n31. The multiple\nbattery\nsystem of claim 29, wherein the controller couples to\nand\ncommunicates with the position sensor to detect the position of the switching\ndevice and\nselectively engages the switching device based on the input of at least one of\nthe at least one\nmain\nbattery\nvoltage sensor, the at least one main\nbattery\ncold cranking\nsensor, the at least\none auxiliary\nbattery\nvoltage sensor, and the at least one auxiliary cold\ncranking amperage\nsensor.\n32. The multiple\nbattery\nsystem of claim 1, further comprising an auxiliary\nbattery\ndischarge\nsystem.\n33. The multiple\nbattery\nsystem of claim 32, wherein the auxiliary\nbattery\ndischarge system\nfurther comprises a controller with a timer.\n34. The multiple\nbattery\nsystem of claim 33, wherein the timer signals the\ncontroller to\nperiodically change the switch position so as to discharge the auxiliary\nbattery\nin the second\n69\noperating position of the at least two operating positions for short periods\nand then switches\nback to the first operating position of the at least two operating positions.\n35. The multiple\nbattery\nsystem of claim 32, wherein the discharge system\ncomprises a\nwritten instruction to manually switch the\nbattery\nsystem to the second\noperating position for\na brief period of time and then to manually switch the switching device to the\nfirst operating\nposition.\n36. The multiple\nbattery\nsystem of claim 32, wherein the controller switches\nthe switching\ndevice to couple the common positive terminal to the auxiliary\nbattery\npositive output if an\ninput signal from an at least one sensor indicates that the main\nbattery\nvoltage or cold\ncranking amperage is below a trigger point.\n37. A multiple\nbattery\nsystem comprising:\na\nbattery\nhousing having a common positive terminal and a common negative\nterminal\ncoupled to an\nelectrical\nsystem;\na main\nbattery\nhaving a main positive output and a main negative output;\nan auxiliary\nbattery\nhaving an auxiliary positive output and an auxiliary\nnegative\noutput;\na switching device with at least two operating positions, the at least two\noperating\npositions selectively engaging said main\nbattery\nand said auxiliary\nbattery\nand comprising;\na first operating position of said at least two operating positions the common\npositive terminal to the main positive output and is further coupled to the at\nleast one\nauxiliary\nbattery\npositive output through a one-way charging circuit between\nand\npreceding the at least one auxiliary\nbattery\nand;\na second operating position of said at least two operating positions which\ncouples the common positive terminal to the auxiliary positive such that the\ncommon\n70\npositive terminal is coupled at a point beyond the one-way charging circuit to\nthe\nauxiliary\nbattery\npositive.\n38. The multiple\nbattery\nsystem of claim 37, wherein the second operating\nposition puts the\nauxiliary\nbattery\nalone in series with the\nelectrical\nsystem and prevents\nelectrical\nenergy in the\nauxiliary\nbattery\nfrom flowing to the main\nbattery\n.\n39. The multiple\nbattery\nsystem of claim 37, wherein the one-way charging\ncircuit\nelectrically\nisolates the main\nbattery\nin the second operating position.\n40. The multiple\nbattery\nsystem of claim 37, wherein in the first operating\nposition, the one-\nway charging circuit permits\nelectrical\nenergy from the\nelectrical\nsystem to\nflow into both the\nmain and auxiliary\nbatteries\n, but prevents\nelectrical\nenergy from flowing out\nof the auxiliary\nbattery\n.\n41. The multiple\nbattery\nsystem of claim 37, wherein only the positive outputs\nof the main\nbattery\nand the at least one auxiliary\nbattery\nare switched by the switching\ndevice.\n42. The multiple\nbattery\nsystem of claim 37, wherein the second operating\nposition of the at\nleast two operating positions fully disconnects the main\nbattery\nfrom the\nelectrical\nsystem and\nintroduces only the at least one auxiliary\nbattery\n.\n43. The multiple\nbattery\nsystem of claim 37, wherein the main\nbattery\nis one\nof a six-volt,\ntwelve-volt, or twenty-four volt\nbattery\n.\n44. The multiple\nbattery\nsystem of claim 37, wherein the at least one\nauxiliary\nbattery\nis one\nof a six-volt, twelve-volt, or twenty-four volt\nbattery\n.\n45. The multiple\nbattery\nsystem of claim 37, wherein the\nbattery\nhousing\nfurther comprises a\nmain\nbattery\ncompartment containing the main\nbattery\nand an at least one\nauxiliary\nbattery\ncompartment containing the at least one auxiliary\nbattery\n, the main\nbattery\ncompartment\nbeing located atop the at least one auxiliary\nbattery\ncompartment.\n71\n46. The multiple\nbattery\nsystem of claim 37, the\nbattery\nhousing further\ncomprising at least\none fill tube.\n47. The multiple\nbattery\nsystem of claim 37, wherein the one-way charging\ncircuit comprises\nan at least one-way charging diode.\n48. The multiple\nbattery\nsystem of claim 47, wherein the at least one-way\ncharging diode\nfurther comprises an at least one silicon rectifier.\n49. The multiple\nbattery\nsystem of claim 48, wherein the at least one silicon\nrectifier has\nbetween about a 25 and 95 amperage rating.\n50. The multiple\nbattery\nsystem of claim 48, wherein the main\nbattery\nis a 12-\nvolt automobile\nbattery\nand the at least one silicon rectifier has a 12-volt, 45 amp rating.\n51. The multiple\nbattery\nsystem of claim 37, wherein the charging circuit\nfurther comprises an\nat least one high capacity diode and an at least one heat sink coupled to the\nat least one high\ncapacity diode.\n52. The multiple\nbattery\nsystem of claim 51, wherein the at least one high\ncapacity diode has\nbetween about 25 and 95 amperage rating.\n53. The multiple\nbattery\nsystem of claim 51, wherein the at least one high\ncapacity diode has\na 12-volt, 45 amp rating and the at least one heat sink coupled to the high\ncapacity diode has a\nsufficient surface area to dissipate the heat generated by the at least one\ndiode.\n54. The multiple\nbattery\nsystem of claim 37, further comprising a controller\ncoupled to and\nswitching the switching device.\n55. The multiple\nbattery\nsystem of claim 54, further comprising at least one\nsensor in\ncommunication with the controller.\n56. The multiple\nbattery\nsystem of claim 55, wherein the at least one sensor\nin\ncommunication with the controller includes an at least one switch position\nsensor to detect\nthe position of the switching device and wherein the controller actuates the\nswitching device\n72\nbased on input from the at least one switching device sensor and at least one\nof a main\nbattery\nvoltage sensor, a main\nbattery\ncold cranking, an auxiliary\nbattery\nvoltage\nsensor, and an\nauxiliary cold cranking amperage sensor.\n57. The multiple\nbattery\nsystem of claim 37, further comprising an auxiliary\nbattery\ndischarge\nsystem.\n58. The multiple\nbattery\nsystem of claim 37, wherein the discharge system\nfurther comprises a\ncontroller with a timer.\n59. The multiple\nbattery\nsystem of claim 58, wherein the timer signals the\ncontroller to\nperiodically change the switch position so as to discharge the auxiliary\nbattery\nin the second\noperating position of the at least two operating positions for short periods\nand then switches\nback to the first operating position of the at least two operating positions.\n60. The multiple\nbattery\nsystem of claim 58, wherein the discharge system\ncomprises a\nwritten instruction to manually switch the\nbattery\nsystem to the second\noperating position for\na brief period of time and then to manually switch the switching device to the\nfirst operating\nposition.\n61. The multiple\nbattery\nsystem of claim 58, wherein the controller switches\nthe switching\ndevice to couple the common positive terminal to the auxiliary\nbattery\npositive output if an\ninput signal from an at least one sensor indicates that the main\nbattery\nvoltage is below a\ntrigger point.\n62. The multiple\nbattery\nsystem of claim 37, further comprising an auxiliary\nbattery\ncyclic\ndischarge system comprising a timer coupled to the switching device, wherein\nthe timer\nperiodically actuates the switching device to the second operating mode for a\nshort period of\ntime and, then, actuates the switching device back to the first operating mode\nafter the short\nperiod of time.\n63. An auxiliary\nbattery\nattachment system comprising:\n73\na main\nbattery\nwith an at least one main positive output and an at least one\nmain\nnegative output;\na circuitry housing having an at least one positive common terminal, an at\nleast one\nnegative common terminal, an at least one positive coupling and an at least\none negative\ncoupling, the at least one positive and negative couplings\nelectrically\ncoupling the at least one\npositive and at least one negative main\nbattery\noutputs to the at least one\npositive and at least\none negative common terminals which are in turn coupled to an\nelectrical\nsystem;\nan at least one auxiliary\nbattery\nhaving an auxiliary positive output and an\nauxiliary\nnegative output, each output being\nelectrically\ncoupled to the at least one\npositive common\nterminal and at least one negative common terminal, respectively; and\na main\nelectrical\ncircuit comprising a coupling of the common positive\nterminal with\nan at least one switching device, the at least one switching device having at\nleast two\noperating positions, a first operating position of the at least two operating\npositions coupling\nthe common positive terminal through the at least one positive coupling to the\nmain positive\noutput of the main\nbattery\nand to a one-way charging circuit that precedes and\nis coupled to\nthe auxiliary positive output and a second operating position wherein the\ncommon positive\nterminal is coupled through the at least one switching device to a point in\nthe main circuit\nbeyond the one-way charging circuit that couples to the auxiliary positive\noutput.\n64. The auxiliary\nbattery\nattachment system of claim 63, wherein the circuitry\nhousing is\nmounted atop the main\nbattery\n.\n65. The auxiliary\nbattery\nattachment system 63, wherein the circuitry housing\nis mounted on a\nside of the main\nbattery\n.\n66. The multiple\nbattery\nsystem of claim 63, wherein in the first operating\nposition, the one-\nway charging circuit permits\nelectrical\nenergy from the\nelectrical\nsystem to\nflow into both the\n74\nmain and auxiliary\nbatteries\n, but prevents\nelectrical\nenergy from flowing out\nof the auxiliary\nbattery\n.\n67. The auxiliary\nbattery\nattachment system 63, wherein the second operating\nposition of the\nat least two operating positions fully disconnects the main\nbattery\nfrom the\nelectrical\nsystem\nand introduces only the at least one auxiliary\nbattery\n.\n68. The auxiliary\nbattery\nattachment system 63, wherein the at least one\npositive and negative\ncouplings are within the circuitry housing.\n69. The auxiliary\nbattery\nattachment system 63, wherein the at least one\nauxiliary\nbattery\nis\none of a six-volt, twelve-volt, or twenty-four volt\nbattery\n.\n70. The auxiliary\nbattery\nattachment system of claim 63, wherein the circuitry\nhousing\ncontains the at least one auxiliary\nbattery\n.\n71. The auxiliary\nbattery\nattachment system of claim 63, wherein the one-way\ncharging circuit\ncomprises an at least one-way charging diode.\n72. The auxiliary\nbattery\nattachment system of claim 71, wherein the at least\none-way\ncharging diode further comprises an at least one silicon rectifier.\n73. The auxiliary\nbattery\nattachment system of claim 72, wherein the at least\none silicon\nrectifier has between about a 25 and 95 amperage rating.\n74. The auxiliary\nbattery\nattachment system of claim 72, wherein the main\nbattery\nis a 12-volt\nautomobile\nbattery\nand the at least one silicon rectifier has a 12-volt, 45\namp rating.\n75. The auxiliary\nbattery\nattachment system of claim 63, wherein the charging\ncircuit further\ncomprises an at least one high capacity diode and an at least one heat sink\ncoupled to the at\nleast one high capacity diode.\n76. The auxiliary\nbattery\nattachment system of claim 75, wherein the at least\none high\ncapacity diode has between about 25 and 95 amperage rating.\n75\n77. The auxiliary\nbattery\nattachment system of claim 76, wherein the at least\none high\ncapacity diode has a 12-volt, 45 amp rating and the at least one heat sink\ncoupled to the high\ncapacity diode has a sufficient surface area to dissipate the heat generated\nby the 12-volt, 45\namp rated at least one diode.\n78. The auxiliary\nbattery\nattachment system of claim 77, further comprising a\ncontroller\ncoupled to and switching the switching device.\n79. The auxiliary\nbattery\nattachment system of claim 78, further comprising at\nleast one\nsensor in communication with the controller.\n80. The auxiliary\nbattery\nattachment system of claim 79, wherein the at least\none sensor in\ncommunication with the includes at least one switch position sensor to detect\nthe position of\nthe at least one switching device and at least one of a main\nbattery\nvoltage\nsensor, a main\nbattery\ncold cranking amperage sensor, an auxiliary\nbattery\nvoltage sensor,\nand an auxiliary\ncold cranking amperage sensor, the switch device being actuated by the\ncontroller based on\ninput from one of the at least one sensor.\n81. The auxiliary\nbattery\nattachment system of claim 63, further comprising an\nauxiliary\nbattery\ndischarge system.\n82. The auxiliary\nbattery\nattachment system of claim 63, wherein the discharge\nsystem further\ncomprises a controller with a timer.\n83. The auxiliary\nbattery\nattachment system of claim 82, wherein the timer\nsignals the\ncontroller to periodically change the switch position so as to discharge the\nauxiliary\nbattery\nin\nthe second operating position of the at least two operating positions for\nshort periods and then\nswitches back to the first operating position of the at least two operating\npositions.\n84. The auxiliary\nbattery\nattachment system of claim 82, wherein the discharge\nsystem\ncomprises a written instruction to manually switch the\nbattery\nsystem to the\nsecond operating\n76\nposition for a brief period of time and then to manually switch the switching\ndevice to the\nfirst operating position.\n85. The auxiliary\nbattery\nattachment system of claim 82, wherein the\ncontroller switches the\nswitching device to couple the common positive terminal to the auxiliary\nbattery\npositive\noutput if an input signal from an at least one sensor indicates that the main\nbattery\nvoltage is\nbelow a trigger point.\n86. A method of detecting a discharge condition fault in an\nelectrical\nsystem,\ncomprising the\nmethod steps of:\nsensing an initial discharge condition within an\nelectrical\nsystem of a\nvehicle\nor a\npiece of machinery;\nswitching a\nbattery\nhaving a main and auxiliary\nbattery\nand a switching device\nwith at\nleast two operating positions from a main operating position wherein the main\nand auxiliary\nbatteries\nare coupled in an\nelectric\ncircuit with a one way charging diode\npreceding the\nauxiliary\nbattery\n, to an auxiliary operating position in which the auxiliary\nbattery\nis coupled in\nseries with the\nelectrical\nsystem of the\nvehicle\nor the piece of machinery and\nthe main\nbattery\nis\nelectrically\nisolated;\nutilizing the auxiliary\nbattery\nin the auxiliary operational position to start\nthe\nvehicle\nor piece of machinery;\nreturning the switching device to the normal operating position and engaging\nthe main\nbattery\nin the normal operating position; and\ndetermining whether the\nvehicle\nor machinery is operational in the normal\noperating\nposition, failure indicating a general operating fault in the\nelectrical\nsystem.\n87. The method of claim 86, further comprising the method step of returning\nthe switching\ndevice to the auxiliary position and engaging the auxiliary\nbattery\nto supply\nthe needed energy\nto operate the\nvehicle\nor machinery and seek repair of the\nelectrical\nfault.\n77\n88. A multiple\nbattery\nsystem comprising:\na main\nbattery\nhaving a main positive output and a main negative output;\nat least one auxiliary\nbattery\nhaving an at least one auxiliary positive\noutput and an at\nleast one auxiliary negative output; and\na main\nelectrical\ncircuit comprising a coupling of a common positive terminal\nwith an\nat least one switching device, the at least one switching device having at\nleast two operating\npositions to selectively couple the main and at least one auxiliary\nbattery\nto\nthe common\npositive terminal, wherein a first operating position of the at least two\noperating positions\nprovides\nelectrical\ncharge to both the main\nbattery\nand the at least one\nauxiliary\nbattery\n; and\na controller coupled to the main\nelectrical\ncircuit and switching said at\nleast one\nswitching device based on input from an at least one sensor.\n89. The multiple\nbattery\nsystem of claim 88, further comprising a first\noperating position of\nthe at least two operating positions that couples the common positive terminal\nto the main\npositive output of the main\nbattery\nand the common positive terminal to a one-\nway charging\ncircuit that precedes and is coupled to the at least one auxiliary positive\noutput on the at least\none auxiliary\nbattery\n.\n90. The multiple\nbattery\nsystem of claim 89, further comprising a second\noperating position\nwherein the common positive terminal is coupled through the at least one\nswitching device to\na point in the main\nelectrical\ncircuit, beyond the one-way charging circuit,\nthat couples to the\nauxiliary positive output.\n91. The multiple\nbattery\nsystem of claim 90, wherein the main\nbattery\nis\nelectrically\nisolated\nfrom the at least one auxiliary\nbattery\nin the second operating position of\nthe at least two\noperating positions of the at least one switching device.\n78\n92. The multiple\nbattery\nsystem of claim 90, wherein only the coupling of the\npositive output\nof the main\nbattery\nand the positive output of the at least one auxiliary\nbattery\nare switched by\nthe switching device.\n93. The multiple\nbattery\nsystem of claim 90, wherein the second operating\nposition of the at\nleast two operating positions\nelectrically\nisolates the main\nbattery\nfrom the\nsystem and\nintroduces only the at least one auxiliary\nbattery\n.\n94. The multiple\nbattery\nsystem of claim 90, wherein the controller further\ncomprises an at\nleast one indicator element.\n95. The multiple\nbattery\nsystem of claim 94, wherein the at least one\nindicator element is at\nleast one of a klaxon, a horn, a light, a plurality of lights, an LCD panel, a\nsimulated human\nvoice, a human voice, a light emitting diode, a plurality of light emitting\ndiodes.\n96. The multiple\nbattery\nsystem of claim 90, wherein the at least one\nindicator element is a\nplurality of indicator elements having at least one of a red, orange, green,\nor amber color.\n97. The multiple\nbattery\nsystem of claim 90, wherein the\nbattery\nsystem\nfurther comprises a\nbattery\nhousing with a main\nbattery\ncompartment containing the main\nbattery\nand an at least\none auxiliary\nbattery\ncompartment containing the at least one auxiliary\nbattery\n.\n98. The multiple\nbattery\nsystem of claim 97, wherein the main\nbattery\ncompartment is located\natop the at least one auxiliary\nbattery\ncompartment.\n99. The multiple\nbattery\nsystem of claim 90, wherein the main\nbattery\ncompartment is located\naside the at least one auxiliary\nbattery\ncompartment.\n100. The multiple\nbattery\nsystem of claim 90, wherein the one-way charging\ncircuit comprises\nan at least one-way charging diode.\n101. The multiple\nbattery\nsystem of claim 100, wherein the at least one-way\ncharging diode\nfurther comprises an at least one silicon rectifier.\n79\n102. The multiple\nbattery\nsystem of claim 100, wherein the at least one-way\ncharging diode\nfurther comprises an at least one Silicon Controlled Rectifier (SCR).\n103. The multiple\nbattery\nsystem of claim 102, wherein the at least one\nSilicon Controlled\nRectifier (SCR) is coupled to the controller and disables the coupling with\nthe at least one\nauxiliary\nbattery\nif an over charge condition is detected in the auxiliary\nbattery\n.\n104. The multiple\nbattery\nsystem of claim 90, wherein the at least one\nauxiliary\nbattery\ncomprises a single auxiliary\nbattery\n.\n105. The multiple\nbattery\nsystem of claim 90, wherein the at least one\nbattery\ncomprises a\nplurality of auxiliary\nbatteries\n.\n106. The multiple\nbattery\nsystem of claim 102, wherein the at least one sensor\nfurther\ncomprises an at least one of an at least one main\nbattery\nvoltage sensor, an\nat least one main\nbattery\namperage sensor, an at least one auxiliary\nbattery\nvoltage sensor, an\nauxiliary\nbattery\namperage sensor, an at least one switch position sensor.\n107. The multiple\nbattery\nsystem of claim 90, wherein the controller further\ncomprises at least\none of an at least one microprocessor, an at least one signal processor, an at\nleast one set of\nlookup tables, an at least one memory device, an at least one security\nprotocol/encryption\nelement. and an at least one indicator element.\n108. The multiple\nbattery\nsystem of claim 90, wherein the controller is a\nwireless controller\nsystem.\n109. The multiple\nbattery\nsystem of claim 108, wherein the wireless controller\nsystem further\ncomprises a wireless controller, a wireless transceiver, and an input device.\n110. The multiple\nbattery\nsystem of claim 109, wherein the input device is a\nwireless input\ndevice and further comprises an at least one indicator element.\n80\n111. The multiple\nbattery\nsystem of claim 90, wherein the controller is a\nnetwork\ninterfaceable controller, the network interfaceable controller further\ncomprising a network\ninterface and transceiver.\n112. The multiple\nbattery\nsystem of claim 111, wherein the network\ninterfaceable controller is\nin communication with a Network Operations Center (NOC) via a network.\n113. The multiple\nbattery\nsystem of claim 112, wherein the network\ninterfaceable controller\ncouples to and communicates with the at least one switching device to detect\nthe position of\nthe at least one switching device and selectively engages the at least one\nswitching device\nbased on the input of at least one of an at least one main\nbattery\nvoltage\nsensor, an at least one\nmain\nbattery\namperage sensor, an at least one auxiliary\nbattery\nvoltage\nsensor, and an at least\none auxiliary amperage sensor.\n114. The multiple\nbattery\nsystem of claim 90, wherein the controller includes\na trigger that\nsignals the controller to periodically change the switch position of the at\nleast one switching\ndevice so as to discharge the at least one auxiliary\nbattery\nin the second\noperating position of\nthe at least two operating positions for short periods and then switch back to\nthe first\noperating position of the at least two operating positions.\n115. The multiple\nbattery\nsystem of claim 113, further comprising an at least\none VI sensor.\n116. The multiple\nbattery\nsystem of claim 90, wherein the multiple\nbatteries\nare part of an at\nleast one of a six-volt, a twelve-volt, a fourteen-volt, and a twenty-four\nvolt\nbattery\nelectrical\nsystem.\n117. A network controlled multiple\nbattery\nsystem comprising:\na network in communication with a network interfaceable controller;\nan at least one sensor sensing the condition of an at least one main\nbattery\n;\nan at least one controlled switching device coupled to the at least one\nnetwork\ninterfaceable controller and responding to an at least one signal from the\nnetwork to the\n81\nnetwork interfaceable controller switching from the main\nbattery\nto an at\nleast one auxiliary\nbattery\n.\n118. The network controlled multiple\nbattery\nsystem of claim 117, wherein the\nmain\nbattery\nfurther comprises a main positive output and a main negative output and\nwherein the at least\none auxiliary\nbattery\nfurther comprises an at least one auxiliary positive\noutput and an at least\none auxiliary negative output\n119. The network controlled multiple\nbattery\nsystem of claim 118, wherein the\nat least one\ncontrolled switching device switches between an at least two operating\npositions, each\nposition selectively coupling a common terminal with at least one of the at\nleast one main\noutput and at least one auxiliary output.\n120. The network controlled multiple\nbattery\nsystem of claim 119, wherein a\nfirst operating\nposition of the at least two operating positions provides charge to the main\nbattery\nand\nprovides charge to the at least one auxiliary\nbattery\nthrough a one-way\ncharging circuit.\n121. The network controlled multiple\nbattery\nsystem of claim 120, wherein a\nsecond\noperating position of the at least two operating positions couples the at\nleast one positive\nauxiliary output of the at least one auxiliary\nbattery\nto a common positive\nterminal.\n122. The network controlled multiple\nbattery\nsystem of claim 120, wherein the\nat least one-\nway charging circuit includes an at least one one-way charging diode.\n123. The network controlled multiple\nbattery\nsystem of claim 122, wherein the\nat least one-\nway charging diode further comprises an at least one silicon rectifier.\n124. The network controlled multiple\nbattery\nsystem of claim 122, wherein the\nat least one-\nway charging diode further comprises an at least one Silicon Controlled\nRectifier (SCR).\n125. The network controlled multiple\nbattery\nsystem of claim 124, wherein the\nat least one\nSilicon Controlled Rectifier (SCR) is coupled to the controller and shuts off\nif an over charge\ncondition is detected in the auxiliary\nbattery\n.\n82\n126. The network controlled multiple\nbattery\nsystem of claim 117, wherein the\nat least one\ncontrolled switching device has at least two operating positions, a first\noperating position of\nthe at least two operating positions coupling a common positive terminal to a\nmain positive\noutput of the main\nbattery\nand to a one-way charging circuit that precedes and\nis coupled to\nan at least one auxiliary positive output of the at least one auxiliary\nbattery\nand a second\noperating position wherein the common positive terminal is coupled to the at\nleast one\nauxiliary positive output of the at least one auxiliary batter a point in the\nsystem beyond the\none-way charging circuit, effectively isolating the main\nbattery\ndirectly\nconnecting the at least\none auxiliary\nbattery\n.\n127. The network controlled multiple\nbattery\nsystem of claim 117, further\ncompromising an\nat least one indicator element.\n128. The network controlled multiple\nbattery\nsystem of claim 127, wherein the\nat least one\nindicator element has an at least one light emitting diode of an at least one\ncolor.\n129. The network controlled multiple\nbattery\nsystem of claim 127, wherein the\nat least one\nindicator element is a plurality of indicator elements having at least one of\na red, orange,\ngreen, and amber color.\n130. The network controlled multiple\nbattery\nsystem of claim 127, wherein the\nat least one\nindicator is an at least one of a klaxon, a horn, a light, a plurality of\nlights, an LCD panel, a\nsimulated human voice, a human voice, a light emitting diode, and a plurality\nof light\nemitting diodes.\n131. The network controlled multiple\nbattery\nsystem of claim 117, wherein the\nat least one\nnetwork interfaceable controller has an least one microprocessor, | 10/604,703 | United States of America | 2003-08-11 | La présente invention concerne un système de batteries multiples et un système de batteries multiples commandé par réseau. L'invention a également pour objet une batterie principale présentant une sortie principale positive et une sortie principale négative, associée à au moins une batterie auxiliaire présentant au moins une sortie auxiliaire positive et au moins une sortie auxiliaire négative. L'invention concerne aussi un circuit électrique principal présentant au moins un dispositif de commutation ayant au moins deux positions de fonctionnement. Les deux positions de fonctionnement couplent de façon sélective la batterie principale et la/les batterie(s) auxiliaire(s) à la borne positive commune. Dans la première des positions de fonctionnement, une charge électrique est fournie à la fois à la batterie principale et à la batterie auxiliaire/aux batteries auxiliaires. L'invention fait également intervenir un dispositif de commande qui est couplé au circuit électrique principal et réalise la commutation du/des dispositif(s) de commutation en se basant sur la sortie d'au moins un capteur. | True |
| 244 | Patent 2982997 Summary - Canadian Patents Database | CA 2982997 | NaN | ELECTRICMININGVEHICLE, CHARGE CONTROLLER, AND RELATED PROCESS | VEHICULE ELECTRIQUE D'EXPLOITATION MINIERE, CONTROLEUR DE CHARGE ET PROCEDE ASSOCIE | NaN | CHOLEWA, PAWEL, RENNIE, ROBERT | 2020-07-14 | 2017-10-19 | PERRY + CURRIER | English | MEDATECH ENGINEERING SERVICES LTD. | What is claimed is:\n1. A charge controller for an\nelectric\nmining\nvehicle\n, the charge controller\nconfigured to\ndetermine an amount of charge to be provided to a\nbattery\nof the\nelectric\nmining\nvehicle\nfor an upcoming trip based on regenerative braking power generation\nand load\nindication, the load indication indicating an amount of load hauled by the\nelectric\nmining\nvehicle\nduring a previous trip or to be hauled by the\nelectric\nmining\nvehicle\nduring the upcoming trip, the charge controller further configured to command\na\nbattery\ncharger to charge the\nbattery\nup to the determined amount of charge\nand to\nstop charging the\nbattery\nonce the determined amount of charge has been\nreached.\n2. The charge controller of claim 1, wherein the charge controller is\nconfigured to\ndetermine the amount of charge as based on a single upcoming round trip.\n3. The charge controller of claim 1 or 2, wherein the charge controller is\nfurther\nconfigured to receive an operator-specified charge limit and to further\nreference the\noperator-specified charge limit to determine the amount of charge to be\nprovided to a\nbattery\n.\n4. The charge controller of any one of claims Ito 3, wherein the charge\ncontroller is\nconfigured to reference the regenerative braking power generation as measured\nduring\na descent of the previous trip and is configured to reference the load\nindication as\nmeasured during an ascent of the previous trip.\n5. The charge controller claim 4, wherein the charge controller is further\nconfigured to\nreference a backfill indication for an upcoming round trip to determine the\namount of\ncharge to be provided to a\nbattery\n, the backfill indication indicating an\namount of\nbackfill to be hauled during the upcoming trip.\n6. A haul truck including a drive train, an\nelectric\ntraction motor to drive\nthe drive train,\na traction motor controller to control the\nelectric\ntraction motor, a\nbattery\nto provide\nelectrical\npower to the\nelectric\ntraction motor, a regenerative braking\nsystem, and a\nvehicle\ncontroller that includes a charge controller, the charge controller\nconfigured to\ndetermine an amount of charge to be provided to the\nbattery\nfor an upcoming\ntrip\nbased on regenerative braking power generation and load indication, the load\nindication\nindicating an amount of load hauled by the haul truck during a previous trip\nor to be\nhauled by the haul truck during the upcoming trip, the charge controller\nfurther\nconfigured to command a\nbattery\ncharger to charge the\nbattery\nup to the\ndetermined\namount of charge and to stop charging the\nbattery\nonce the determined amount\nof\ncharge has been reached.\n7. The haul truck of claim 6, wherein the\nbattery\ncomprises a lithium-titanate\ncell.\n8. The haul truck of claim 6 or 7, wherein the\nbattery\ncharger is external to\nthe haul\ntruck and located at a charging station located at or near a dump point of a\nmine.\n9. The haul truck of claim 6 or 7, further comprising the\nbattery\ncharger.\n10. The haul truck of any one of claims 6 to 9, wherein the charge controller\nis\nconfigured to determine the amount of charge as based on a single upcoming\nround\ntrip.\n11. The haul truck of any one of claims 6 to 10, wherein the charge controller\nis further\nconfigured to receive an operator-specified charge limit and to further\nreference the\noperator-specified charge limit to determine the amount of charge to be\nprovided to a\nbattery\n.\n14\n12. The haul truck of any one of claims 6 to 11, wherein the\nvehicle\ncontroller is\nconfigured to reference a regenerative torque target to determine a maximum\nallowed\nspeed of the\nvehicle\n.\n13. The haul truck of any one of claims 6 to 12, wherein the charge controller\nis\nconfigured to reference the regenerative braking power generation as measured\nduring\na descent of the previous trip and is configured to reference the load\nindication as\nmeasured during an ascent of the previous trip.\n14. The haul truck of claim 13, wherein the charge controller is further\nconfigured to\nreference a backfill indication for an upcoming round trip to determine the\namount of\ncharge to be provided to a\nbattery\n, the backfill indication indicating an\namount of\nbackfill to be hauled during the upcoming trip. | 62/410938 | United States of America | 2016-10-21 | Un contrôleur de charge dun véhicule minier électrique est configuré pour déterminer une quantité de charges à fournir à une batterie du véhicule minier électrique pour un déplacement à venir en fonction de la génération de puissance de freinage par récupération et de lindication de charge mesurée lors dun dernier déplacement. Le contrôleur de charge est aussi configuré pour contrôler un chargeur de batterie pour charger la batterie à une quantité de charges déterminée et arrêter de charger la batterie une fois cette quantité atteinte. | True |
| 245 | Patent 2972285 Summary - Canadian Patents Database | CA 2972285 | NaN | A FUEL TOELECTRICREUSABLE CONVERSION KIT AND A METHOD OF CONVERTING AND REUSING THE CONVERSION KIT | KIT DE CONVERSION D'UN MODE DE CARBURANT A UN MODE ELECTRIQUE REUTILISABLE ET PROCEDE DE CONVERSION ET DE REUTILISATION DU KIT DE CONVERSION | NaN | TA, DUY-AN, GIGUERE, NOEL, LANCIAULT, FRANCOIS-NICOLAS | 2018-08-14 | 2016-03-29 | ANGLEHART ET AL. | English | SERVICES AUTOMOBILES GRANTUNED INC. | CLAIMS:\n1. A kit for converting an intemal combustion\nvehicle\ninto an\nelectric\nvehicle\n, the\ncombustion\nvehicle\nhaving a chassis originally adapted to support an original\nengine at a head\nsection of said chassis and originally adapted to support an original\ntransmission connected to\nsaid original engine at a middle section of said chassis, the chassis further\nadapted to support a\nfuel tank and an exhaust system at a tail section, the kit comprising:\na frame adapted to be mounted on the chassis with\nvehicle\nmodel specific\nattachment devices at\nthe head section of the chassis and at the middle section of the chassis;\nan\nelectric\nmotor and an\nelectric\nmotor mounting for attaching the\nelectric\nmotor to said frame;\na replacement transmission adapted to the\nelectric\nmotor and a transmission\nmounting for\nattaching the transmission to said frame and connectable to the\nelectric\nmotor; and\nat least one\nbattery\nsystem adapted to feed the\nelectric\nmotor and attachable\nto the frame.\n2. The kit as claimed in claim 1, wherein said frame has a frontal portion\nthat is attachable\nto the chassis in alignment with the head section.\n3. The kit as claimed in any one of claims I and 2, wherein said frame has\na rear portion\nthat is attachable to the chassis in alignment with the middle section.\n4. The kit at claimed in claim 2 wherein the frontal portion is attachable\nto the chassis at an\noriginal engine mounting at the head section\n5. The kit as claimed in claim 3, wherein the rear portion is attachable to\na cross member of\nthe chassis at the middle section.\n6. The kit as claimed in any one of claims 1 to 4, wherein said frame has a\nfrontal portion\nand a rear portion, the frontal portion being operatively elevated with\nrespect to the rear portion.\n7. The kit as claimed in claim 5, wherein the frontal portion has a first\nbattery\nattachment\nplatform positioned at an upper side of the frontal portion and a second\nbattery\nattachment\nplatform positioned at a lower side of the frontal portion.\n8. The kit of any one of claims 2 to 7, further comprising an adapted\ninterface plate for\nsecurely attaching the frontal portion to the chassis or for securely\nattaching the rear portion to\nthe chassis.\n9. The kit as claimed in any one of claims 1 to 8 further comprising\nadditional cross sections\nadapted to support additional\nbattery\npacks connectable to the\nelectric\nmotor,\nthe additional cross\nsections being attachable to the chassis at the tail section.\n19\n10. The kit as claimed in any one of claims 1 to 9, wherein the kit further\ncomprises a\nuniversal controller adapted to connect to an original\nvehicle\ncontrol system\ncommunication port\nand adapted to control the\nelectric\nmotor according to an encoded event flag\nactivated by a safety\nsubsystem module of said original\nvehicle\ncontrol system without decoding the\nencoded event,\nthe safety subsystem module being connected to the original communication\nport.\n11. The kit as claimed in claim 10, wherein the universal controller is\nadapted to control the\nelectric\nmotor according to an adaptable non-linear decreasing torque curve\nwhen the encoded\nevent flag is activated, and to restore normal torque when the encoded event\nflag is no longer\nactivated.\n12. The kit as claimed in any one of claims 10 and 11 wherein the safety\nsubsystem module\nis an ESC module or an ABS module.\n13. The kit as claimed in any one of claims 1 to 12, wherein said chassis\nis an H-frame\nchassis of a pick-up truck type\nvehicle\nhaving a raised head section and a\nlower middle section.\n14. The kit as claimed in any one of claims 1 to 13, wherein said\nattachment devices at the\nhead section are configured to connect to engine mounting block supports of\nsaid chassis.\n15. The kit as claimed in any one of claims 1 to 14, wherein said frame\nand/or said\nattachment devices allow for said chassis to crumple during a front impact\nwithout offering any\nsignificant additional resistance.\n16. The kit as claimed in claim 15, wherein said attachment devices at the\nmiddle section\ncomprise shear bolts for detaching from said chassis during a front impact\nthat causes said\nchassis to crumple, said frame remaining supported by said attachment devices\nat the head\nsection following a front impact.\n17. A pick-up truck type\nvehicle\ncomprising the kit as claimed in any one\nof claims 1 to 16.\n18. A frame for converting an internal combustion\nvehicle\ninto an\nelectric\nvehicle\n, the\ninternal combustion\nvehicle\nhaving a chassis originally adapted to support an\nengine at a head\nsection, to support a transmission at a middle section and to support a fuel\ntank and an exhaust\nsystem at a tail section, the frame comprising:\na rear portion adapted to support an\nelectric\nmotor and attachable to the\nchassis at the middle\nsection; and\na frontal portion adapted to support at least one\nbattery\nsystem and\nattachable to the chassis at the\nhead section.\n19. The frame as claimed in claim 18, wherein the frontal portion is\noperatively elevated with\nrespect to the rear portion and is adapted to support the at least one\nbattery\nbetween the chassis\nand the frame and is adapted to support another one of the at least one\nbattery\nbetween the frame\nand a cabin of the\nvehicle\n.\n20. The frame as claimed in any one of claims 18 and 19, wherein the rear\nportion is\nattachable to the chassis at a cross section with shear bolts.\n21. The frame as claimed in any one of claims 18 to 20, further comprising\nan extension\nportion adapted to support additional\nbatteries\nand attachable to the chassis\nat the tail section.\n22. A method of converting an internal combustion engine\nvehicle\ninto an\nelectric\nvehicle\n,\nthe internal combustion engine\nvehicle\nhaving a chassis, the method\ncomprising:\nremoving a combustion engine, a transmission and an obsolete part of\nassociated components\nfrom said\nvehicle\n;\nproviding a frame having a frontal portion and a rear portion and to be used\nwith different\nmodels of said chassis;\nmounting on the rear portion an\nelectric\nmotor;\nmounting on the frontal portion at least one\nbattery\n;\nconnecting the\nbattery\nto the\nelectric\nmotor;\ninstalling replacement associated components in the\nvehicle\nto replace said\nobsolete part of\nassociated components;\nproviding different brackets for different models of said chassis and using\nsaid brackets to mount\nsaid frame to said chassis in said different models of said chassis;\nmounting said frame to said chassis using said brackets for a desired model of\nsaid chassis;\nconnecting said\nelectric\nmotor to a drivetrain of said\nvehicle\n; and\nconnecting said replacement associated components in the\nvehicle\nto a non\nobsolete part of\nassociated components in said\nvehicle\n.\n23. The method as claimed in claim 22, wherein the frame was previously\ninstalled in\nanother converted\nvehicle\n.\n24. The method as claimed in any one of claims 22 and 23, further\ncomprising removing a\nfrontal portion of the\nvehicle\nin order to define a frame passage for the\nmounting the frame on\nthe chassis.\n25. The method as claimed in any one of claims 22 to 24, further comprising\nproviding a\ntransmission, mounting said transmission to the rear portion of said frame,\nwherein connecting\n21\nthe\nelectric\nmotor to said drivetrain comprises connecting said\nelectric\nmotor\nto said transmission\nand connecting said transmission to said drivetrain.\n26. The method as claimed in any one of claims 22 to 25, further comprising\nattaching cross-\nmembers to said tail section of said chassis and attaching additional\nbatteries\nto said tail section.\n27. The method as claimed in any one of claims 22 to 26, wherein said frame\nis attached at\nits frontal portion to an engine block mounting and at its rear portion to a\nmiddle portion of said\nchassis using shear bolts.\n28. The method as claimed in any one of claims 22 to 27, wherein said\nvehicle\nis a pick-up\ntruck having an H-type chassis.\n29. An apparatus for converting an internal combustion\nvehicle\ninto an\nelectric\nvehicle\ncomprising the kit as claimed in any one of claims 1 to 16, wherein said\nelectric\nmotor mounting\nis attached to said frame, said replacement transmission is connected to said\nelectric\nmotor and\nsaid\nbattery\nsystem is attached to said frame.\n30. A kit for converting an internal combustion\nvehicle\ninto an\nelectric\nvehicle\n, the\ncombustion\nvehicle\nhaving a chassis originally adapted to support an original\nengine at a head\nsection of said chassis and originally adapted to support an original\ntransmission connected to\nsaid original engine at a middle section of said chassis, the chassis further\nadapted to support a\nfuel tank and an exhaust system at a tail section, the kit comprising:\na frame adapted to be mounted on the chassis with\nvehicle\nmodel specific\nattachment devices at\nthe head section of the chassis and at the middle section of the chassis;\nan\nelectric\nmotor and an\nelectric\nmotor mounting for attaching the\nelectric\nmotor to said frame;\nat least one\nbattery\nsystem adapted to feed the\nelectric\nmotor;\na plurality of\nbattery\nmounting members for attaching said at least one\nbattery\nsystem to said\nchassis between said middle section and said tail section of said chassis; and\na motor controller mounted to said frame that allows DC power from the\nbattery\nsystem to be\nconverted into the desired\nelectric\nmotor voltage.\n31. The kit as claimed in claim 30, wherein said frame has a frontal\nportion that is attachable\nto the chassis in alignment with the head section.\n32. The kit as claimed in any one of claims 30 and 31, wherein said frame\nhas a rear portion\nthat is attachable to the chassis in alignment with the middle section.\n33. The kit at claimed in claim 31 wherein the frontal portion is\nattachable to the chassis at an\noriginal engine mounting at the head section\n22\n34. The kit as claimed in claim 32, wherein the rear portion is attachable\nto a cross member\nof the chassis at the middle section.\n35. The kit as claimed in any one of claims 30 to 33, wherein said frame\nhas a frontal portion\nand a rear portion, the frontal portion being operatively elevated with\nrespect to the rear portion.\n36. The kit of any one of claims 31 to 35, further comprising an adapted\ninterface plate for\nsecurely attaching the frontal portion to the chassis or for securely\nattaching the rear portion to\nthe chassis.\n37. The kit as claimed in any one of claims 30 to 36, wherein the kit\nfurther comprises a\nuniversal controller adapted to connect to an original\nvehicle\ncontrol system\ncommunication port\nand adapted to control the\nelectric\nmotor according to an encoded event flag\nactivated by a safety\nsubsystem module of said original\nvehicle\ncontrol system without decoding the\nencoded event,\nthe safety subsystem module being connected to the original communication\nport.\n38. The kit as claimed in claim 37, wherein the universal controller is\nadapted to control the\nelectric\nmotor according to an adaptable non-linear decreasing torque curve\nwhen the encoded\nevent flag is activated, and to restore normal torque when the encoded event\nflag is no longer\nactivated.\n39. The kit as claimed in any one of claims 37 and 38 wherein the safety\nsubsystem module\nis an ESC module or an ABS module.\n40. The kit as claimed in any one of claims 30 to 39, wherein said chassis\nis an H-frame\nchassis of a pick-up truck type\nvehicle\nhaving a raised head section and a\nlower middle section.\n41. The kit as claimed in any one of claims 30 to 40, wherein said\nattachment devices at the\nhead section are configured to connect to engine mounting block supports of\nsaid chassis.\n42. The kit as claimed in any one of claims 30 to 41, wherein said frame\nand/or said\nattachment devices allow for said chassis to crumple during a front impact\nwithout offering any\nsignificant additional resistance.\n43. The kit as claimed in claim 42, wherein said attachment devices at the\nmiddle section\ncomprise shear bolts for detaching from said chassis during a front impact\nthat causes said\nchassis to crumple, said frame remaining supported by said attachment devices\nat the head\nsection following a front impact.\n44. A pick-up truck type\nvehicle\ncomprising the kit as claimed in any one\nof claims 30 to 43.\n23 | 62/138,726 | United States of America | 2015-03-26 | L'invention est adaptée à des véhicules à armature, le kit fournissant une armature devant être montée sur le châssis à l'aide de dispositifs de fixation au niveau d'une section de tête et au niveau d'une section médiane de l'armature qui supporte un moteur électrique, une transmission et au moins un système de batterie. Le remplacement du moteur et de la transmission classiques par l'unité montée sur l'armature peut être rapide. L'armature peut être fixée au niveau de la section médiane au moyen de boulons de cisaillement pour éviter la survenue d'une déformation du châssis lors d'un choc frontal. | True |
| 246 | Patent 2811164 Summary - Canadian Patents Database | CA 2811164 | NaN | ELECTRICVEHICLECHARGING STATION AND METHOD FOR CHARGING ANELECTRICVEHICLE | STATION DE CHARGE DE VEHICULE ELECTRIQUE ET PROCEDE DE CHARGE D'UN VEHICULE ELECTRIQUE | NaN | TREMBLAY, LOUIS, DESJARDINS, MICHAEL | 2021-01-26 | 2011-09-12 | FASKEN MARTINEAU DUMOULIN LLP | English | ADDENERGIE TECHNOLOGIES INC. | CLAIMS:\n1. An\nelectric\nvehicle\ncharging station for charging an\nelectric\nvehicle\n,\ncomprising:\nan\nelectrical\nconnector\nelectrically\nconnectable to a source of\nelectrical\nenergy, the\nelectrical\nconnector adapted for connecting to a\nbattery\nof the\nelectric\nvehicle\n;\nan\nelectrical\ncable having a first end connected to the\nelectrical\nconnector\nand a second end connectable to the source of\nelectrical\nenergy;\na frame having a connector receiving portion for receiving the\nelectrical\nconnector; a locking unit mounted to the frame for preventing a user access to\nthe\nelectrical\nconnector; the locking unit comprising a connector cover\nmovable\nbetween a closed position in which the\nelectrical\nconnector is enclosed in the\nreceiving portion to prevent the user access to the\nelectrical\nconnector, and\nan\nopen position in which the\nelectrical\nconnector is accessible and removable\nfrom\nthe receiving portion, and a connector locking mechanism for locking the\nconnector cover when in the closed position, wherein the frame further\ncomprises\na cable receiving portion for receiving the\nelectrical\ncable;\na control unit operatively connected to the locking unit, the control unit for\nverifying rights of a user to access the\nelectrical\nconnector and unlocking\nthe\nlocking unit upon successful verification of the user rights to provide the\nuser\naccess to the\nelectrical\nconnector; and\na cable cover pivotally secured to the frame adjacent to the cable receiving\nportion and movable between a first position in which the\nelectrical\ncable is\nenclosed in the cable receiving portion to prevent the user access to the\nelectrical\ncable, and a second position in which the\nelectrical\ncable is accessible and\nremovable from the cable receiving portion, and\na cable locking mechanism controlled by the control unit for locking the\ncable cover when in the first position.\n- 19 -\n2. The\nelectric\nvehicle\ncharging station of claim 1, wherein the connector\ncover is shaped and sized to cover substantially an entirety of the\nelectrical\nconnector when inserted in the connector receiving portion.\n3. The\nelectric\nvehicle\ncharging station of claim 2, wherein the connector\ncover is pivotally secured to the frame.\n4. The\nelectric\nvehicle\ncharging station of claim 1, wherein the connector\ncover is integral with the cable cover.\n5. The\nelectric\nvehicle\ncharging station of claim 1, wherein the\nelectrical\ncable\nis retractably mounted to the frame in order to retract the\nelectrical\ncable\nin the\ncable receiving portion of the frame.\n6. The\nelectric\nvehicle\ncharging station of claim 5, further comprising a\nmotor,\na roller secured to the frame and drivable by the motor, and a retracting\ncable\nhaving a first end secured to the roller and a second end secured to the\nelectrical\ncable, the motor being controlled by the control unit for rolling the\nretracting cable\non the roller in order to retract the\nelectrical\ncable in the cable receiving\nportion.\n7. The\nelectric\nvehicle\ncharging station of claim 1, further comprising a\nposition sensor for determining whether the\nelectrical\nconnector is positioned\nin\nthe connector receiving portion, the control unit being connected to the\nposition\nsensor and adapted to terminate a transaction for the user only when the\nposition\nsensor determines that the\nelectrical\nconnector is positioned back in the\nconnector receiving portion.\n8. The\nelectric\nvehicle\ncharging station of claim 1, wherein the\nelectrical\nconnector is fixedly secured to the frame in the connector receiving portion.\n9. The\nelectric\nvehicle\ncharging station of claim 1, wherein the control\nunit is\nadapted to identify the user and unlock the locking unit upon successful\nidentification of the user.\n- 20 -\n10. A method for charging an\nelectric\nvehicle\n, using the\nelectric\nvehicle\ncharging station as claimed in any one of claims 1 to 9, the method\ncomprising:\nverifying rights of the user to use the charging station for charging the\nelectric\nvehicle\n;\nupon successful verification, said control unit receiving an unlocking signal\nindicative of said successful verification and said control unit unlocking\nsaid\nlocking unit in response to said receipt of said unlocking signal, said\nunlocking of\nthe locking unit comprising unlocking the connector locking mechanism\noperatively connected to the connector cover movable between the closed\nposition in which the\nelectrical\nconnector is enclosed in said connector\nreceiving\nportion, thereby preventing said user access to the\nelectrical\nconnector, and\nthe\nopen position in which the\nelectrical\nconnector is accessible and removable\nfrom\nthe connector receiving portion;\nunlocking the cable cover locked in the first position by the control unit;\nand\nthe user\nelectrically\nconnecting the\nbattery\nof the\nelectric\nvehicle\nto the\nelectrical\nconnector, thereby charging the\nelectric\nvehicle\n.\n11. The method of claim 10, wherein said verifying rights comprises\nidentifying\nthe user.\n12. The method of claim 10, wherein said verifying rights comprises\nreceiving\na payment from the user.\n13. The method of claim 10, wherein the step of the user\nelectrically\nconnecting the\nbattery\ncomprises:\nthe user opening the connector cover,\nelectrically\nconnecting the\nbattery\nto\nthe\nelectrical\nconnector, and closing the connector cover; and\nproviding\nelectrical\nenergy to the\nbattery\nvia the\nelectrical\nconnector.\n- 21 -\n14. The method of claim 13, further comprising:\nlocking the connector cover during said providing\nelectrical\nenergy to the\nbattery\n;\nunlocking the connector cover once the\nbattery\nis recharged;\nsaid user disconnecting the\nbattery\nand positioning the\nelectrical\nconnector\nback in the receiving portion; terminating an operation of the user only when\nthe\nelectrical\nconnector has been positioned back in the receiving portion; and\nlocking the connector cover.\n- 22 - | 61/382,102 | United States of America | 2010-09-13 | L'invention porte sur une station de charge de véhicule électrique destinée à charger un véhicule électrique, comprenant : un connecteur électrique pouvant être connecté électriquement à une source d'énergie électrique, le connecteur électrique étant apte à se connecter à une batterie du véhicule ; un châssis ayant une partie de réception de connecteur destinée à recevoir le connecteur électrique ; une unité de verrouillage montée sur le châssis pour empêcher un utilisateur d'avoir accès au connecteur électrique ; et une unité de commande reliée fonctionnellement à l'unité de verrouillage, l'unité de commande étant destinée à vérifier les droits d'un utilisateur à accéder au connecteur électrique et à déverrouiller l'unité de verrouillage après avoir vérifié avec succès les droits de l'utilisateur afin d'autoriser l'accès de l'utilisateur au connecteur électrique. | True |
| 247 | Patent 2907957 Summary - Canadian Patents Database | CA 2907957 | NaN | INTERNAL COMBUSTION ENGINE CONTROL DEVICE AND INTERNAL COMBUSTION ENGINE CONTROL METHOD | DISPOSITIF DE COMMANDE DE MOTEUR A COMBUSTION INTERNE ET PROCEDE DE COMMANDE DE MOTEUR A COMBUSTION INTERNE | NaN | TAGAMI, HIROSHI, SHIMODA, SHINSUKE, KASHIMURA, TAKASHI, SHINOKI, HIROAKI | NaN | 2014-02-20 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | Claims\n1. An internal combustion engine control device for a hybrid\nvehicle\ncomprising:\na rechargeable\nbattery\nwhich supplies\nelectric\npower to a motor which is a\ndrive source of the hybrid\nvehicle\n;\na generation which has an internal combustion engine and a generator\ngenerating\nelectric\npower by means of an operation of the internal combustion\nengine,\nand which supplies the\nelectric\npower generated by the generator to the motor\nor the\nbattery\n;\nthe motor which is driven by means of\nelectric\npower supplied from at least\none of the\nbattery\nand the generation unit; and\na mount which has a vibration isolating function, and which connects the\ninternal combustion engine to a\nvehicle\nbody of the hybrid\nvehicle\n,\nwherein the internal combustion engine control device comprises:\na generation unit activation determination portion which determines whether\nor not the generation unit needs to be activated to operate;\na mount displacement quantity deriving portion which derives a mount\ndisplacement quantity indicating an extended/contracted length of the mount;\nand\nan internal combustion engine control portion which prohibits a start of the\ninternal combustion engine in a case the mount displacement quantity derived\nby the\nmount displacement quantity deriving portion exceeds a threshold when the\ngeneration\nunit activation determination portion determines that the generation unit\nneeds to be\nactivated to operate.\n2. An internal combustion engine control device for a hybrid\nvehicle\ncomprising:\na rechargeable\nbattery\nwhich supplies\nelectric\npower to a motor which is a\ndrive source of the hybrid\nvehicle\n;\na generation unit which has an internal combustion engine and a generator\ngenerating\nelectric\npower by means of an operation of the internal combustion\nengine,\nand which supplies the\nelectric\npower generated by the generator to the motor\nor the\nbattery\n;\nthe motor which is driven by means of\nelectric\npower supplied from at least\none of the\nbattery\nand the generation unit; and\na mount which has a vibration isolating function, and which connects the\ninternal combustion engine to a\nvehicle\nbody of the hybrid\nvehicle\n,\nwherein the internal combustion engine control device characterized\ncomprises:\na generation unit activation determination portion which determines whether\nor not the generation unit needs to be activated to operate;\na mount displacement quantity deriving portion which derives a mount\ndisplacement quantity indicating an extended/contracted length of the mount;\nand\nan internal combustion engine control portion which prohibits a stop of the\ninternal combustion engine in a case the mount displacement quantity derived\nby the\nmount displacement quantity deriving portion exceeds a threshold when the\ngeneration\nunit activation determination portion determines that the generation unit does\nnot need\nto be activated to operate.\n3. The internal combustion engine control device according to claim 1 or 2,\nwherein the internal combustion engine control portion permits the start or\nstop of the internal combustion engine in a case the mount displacement\nquantity is\n31\nsmaller than or equal to the threshold when the generation unit activation\ndetermination portion determines that the generation unit needs or does not\nneed to be\nactivated to operate.\n4. The internal combustion engine control device according to claim 3,\nwherein the internal combustion engine control portion permits the start or\nstop of the internal combustion engine in a case a predetermined period of\ntime elapses\nwith the mount displacement quantity kept smaller that or equal to the\nthreshold when\nthe generation unit activation determination portion determines that the\ngeneration unit\nneeds or does not need to be activated to operate.\n5. The internal combustion engine control device according to claim 4,\nwherein the internal combustion engine control portion permits the start or\nstop of the internal combustion engine in a case a required output according\nto an\noperation by a driver of the hybrid\nvehicle\nis equal to or greater than a\npredetermined\nvalue when a predetermined period of time elapses with the mount displacement\nquantity kept smaller than or equal to the threshold, in a case that the\ngeneration unit\nactivation determination portion determines that the generation unit needs or\ndoes not\nneed to be activated to operate.\n6. The internal combustion engine control device according to claim 5,\nwherein the predetermined value is higher as a driving speed of the hybrid\nvehicle\nis faster.\n7. The internal combustion engine control device according to claim 5,\n32\nwherein the predetermined value is higher as a gradient of a road on which the\nhybrid\nvehicle\ndrives is greater.\n8. The internal combustion engine control device according to any one of\nclaims\n1 to 7,\nwherein the internal combustion engine control portion permits the start of\nthe\ninternal combustion engine irrespective of the mount displacement quantity in\na case\nthe generation unit activation determination portion determines that the\ngeneration unit\nneeds to be activated to operate when an energy consumption state is high in\nthe hybrid\nvehicle\n.\n9. An internal combustion engine control method for a hybrid\nvehicle\ncomprising:\na rechargeable\nbattery\nwhich supplies\nelectric\npower to a motor which is a\ndrive source of the hybrid\nvehicle\n;\na generation unit which has an internal combustion engine and a generator\ngenerating\nelectric\npower by means of an operation of the internal combustion\nengine,\nand which supplies the\nelectric\npower generated by the generator to the motor\nor the\nbattery\n;\nthe motor which is driven by means of\nelectric\npower supplied from at least\none of the\nbattery\nand the generation unit; and\na mount which has a vibration isolating function, and which connects the\ninternal combustion engine to a\nvehicle\nbody of the hybrid\nvehicle\n,\nwherein the internal combustion engine control method comprises the steps\nof:\n33\ndetermining whether or not the generation unit needs to be activated to\noperate;\nderiving a mount displacement quantity which indicates an\nextended/contracted length of the mount; and\nprohibiting a start of the internal combustion engine in a case the mount\ndisplacement quantity exceeds a threshold when it is determined that the\ngeneration\nunit needs to be activated to operate.\n10. An internal\ncombustion engine control method for a hybrid\nvehicle\ncomprising:\na rechargeable\nbattery\nwhich supplies\nelectric\npower to a motor which is a\ndrive source of the hybrid\nvehicle\n;\na generation unit which has an internal combustion engine and a generator\ngenerating\nelectric\npower by means of an operation of the internal combustion\nengine,\nand which supplies the\nelectric\npower generated by the generator to the motor\nor the\nbattery\n;\nthe motor which is driven by means of\nelectric\npower supplied from at least\none of the\nbattery\nand the generation unit; and\na mount which has a vibration isolating function, and which connects the\ninternal combustion engine to a\nvehicle\nbody,\nwherein the internal combustion engine control method comprises the steps\nof:\ndetermining whether or not the generation unit needs to be activated to\noperate;\n34\nderiving a mount displacement quantity which indicates an\nextended/contracted length of the mount; and\nprohibiting a stop of the internal combustion engine in a case the mount\ndisplacement quantity exceeds a threshold when it is determined that the\ngeneration\nunit does not need to be activated to operate. | 2013-064964 | Japan | 2013-03-26 | La présente invention concerne un véhicule hybride doté d'un condensateur, d'une unité génératrice d'énergie électrique qui comporte un moteur à combustion interne et un générateur d'énergie électrique et qui délivre l'énergie électrique générée à un moteur électrique ou au condensateur, du moteur électrique et d'une unité de support permettant de coupler le moteur à combustion interne à une carrosserie de véhicule. Un dispositif de commande de moteur à combustion interne du présent véhicule est doté d'une unité de détermination de mise en uvre d'unité génératrice d'énergie électrique, destinée à déterminer si la mise en uvre de l'unité génératrice d'énergie électrique est nécessaire ou non, d'une unité de dérivation de quantité de décalage de support destinée à dériver une quantité de décalage de support, indiquant la longueur de dilatation/contraction de l'unité de support, et d'une unité de commande de moteur à combustion interne qui, lorsque la mise en uvre de l'unité génératrice d'énergie électrique est déterminée comme étant nécessaire, interdit le démarrage du moteur à combustion interne si la quantité de décalage de support dépasse une valeur seuil. | True |
| 248 | Patent 2982997 Summary - Canadian Patents Database | CA 2982997 | NaN | ELECTRICMININGVEHICLE, CHARGE CONTROLLER, AND RELATED PROCESS | VEHICULE ELECTRIQUE D'EXPLOITATION MINIERE, CONTROLEUR DE CHARGE ET PROCEDE ASSOCIE | NaN | CHOLEWA, PAWEL, RENNIE, ROBERT | 2020-07-14 | 2017-10-19 | PERRY + CURRIER | English | MEDATECH ENGINEERING SERVICES LTD. | What is claimed is:\n1. A charge controller for an\nelectric\nmining\nvehicle\n, the charge controller\nconfigured to\ndetermine an amount of charge to be provided to a\nbattery\nof the\nelectric\nmining\nvehicle\nfor an upcoming trip based on regenerative braking power generation\nand load\nindication, the load indication indicating an amount of load hauled by the\nelectric\nmining\nvehicle\nduring a previous trip or to be hauled by the\nelectric\nmining\nvehicle\nduring the upcoming trip, the charge controller further configured to command\na\nbattery\ncharger to charge the\nbattery\nup to the determined amount of charge\nand to\nstop charging the\nbattery\nonce the determined amount of charge has been\nreached.\n2. The charge controller of claim 1, wherein the charge controller is\nconfigured to\ndetermine the amount of charge as based on a single upcoming round trip.\n3. The charge controller of claim 1 or 2, wherein the charge controller is\nfurther\nconfigured to receive an operator-specified charge limit and to further\nreference the\noperator-specified charge limit to determine the amount of charge to be\nprovided to a\nbattery\n.\n4. The charge controller of any one of claims Ito 3, wherein the charge\ncontroller is\nconfigured to reference the regenerative braking power generation as measured\nduring\na descent of the previous trip and is configured to reference the load\nindication as\nmeasured during an ascent of the previous trip.\n5. The charge controller claim 4, wherein the charge controller is further\nconfigured to\nreference a backfill indication for an upcoming round trip to determine the\namount of\ncharge to be provided to a\nbattery\n, the backfill indication indicating an\namount of\nbackfill to be hauled during the upcoming trip.\n6. A haul truck including a drive train, an\nelectric\ntraction motor to drive\nthe drive train,\na traction motor controller to control the\nelectric\ntraction motor, a\nbattery\nto provide\nelectrical\npower to the\nelectric\ntraction motor, a regenerative braking\nsystem, and a\nvehicle\ncontroller that includes a charge controller, the charge controller\nconfigured to\ndetermine an amount of charge to be provided to the\nbattery\nfor an upcoming\ntrip\nbased on regenerative braking power generation and load indication, the load\nindication\nindicating an amount of load hauled by the haul truck during a previous trip\nor to be\nhauled by the haul truck during the upcoming trip, the charge controller\nfurther\nconfigured to command a\nbattery\ncharger to charge the\nbattery\nup to the\ndetermined\namount of charge and to stop charging the\nbattery\nonce the determined amount\nof\ncharge has been reached.\n7. The haul truck of claim 6, wherein the\nbattery\ncomprises a lithium-titanate\ncell.\n8. The haul truck of claim 6 or 7, wherein the\nbattery\ncharger is external to\nthe haul\ntruck and located at a charging station located at or near a dump point of a\nmine.\n9. The haul truck of claim 6 or 7, further comprising the\nbattery\ncharger.\n10. The haul truck of any one of claims 6 to 9, wherein the charge controller\nis\nconfigured to determine the amount of charge as based on a single upcoming\nround\ntrip.\n11. The haul truck of any one of claims 6 to 10, wherein the charge controller\nis further\nconfigured to receive an operator-specified charge limit and to further\nreference the\noperator-specified charge limit to determine the amount of charge to be\nprovided to a\nbattery\n.\n14\n12. The haul truck of any one of claims 6 to 11, wherein the\nvehicle\ncontroller is\nconfigured to reference a regenerative torque target to determine a maximum\nallowed\nspeed of the\nvehicle\n.\n13. The haul truck of any one of claims 6 to 12, wherein the charge controller\nis\nconfigured to reference the regenerative braking power generation as measured\nduring\na descent of the previous trip and is configured to reference the load\nindication as\nmeasured during an ascent of the previous trip.\n14. The haul truck of claim 13, wherein the charge controller is further\nconfigured to\nreference a backfill indication for an upcoming round trip to determine the\namount of\ncharge to be provided to a\nbattery\n, the backfill indication indicating an\namount of\nbackfill to be hauled during the upcoming trip. | 62/410938 | United States of America | 2016-10-21 | Un contrôleur de charge dun véhicule minier électrique est configuré pour déterminer une quantité de charges à fournir à une batterie du véhicule minier électrique pour un déplacement à venir en fonction de la génération de puissance de freinage par récupération et de lindication de charge mesurée lors dun dernier déplacement. Le contrôleur de charge est aussi configuré pour contrôler un chargeur de batterie pour charger la batterie à une quantité de charges déterminée et arrêter de charger la batterie une fois cette quantité atteinte. | True |
| 249 | Patent 2811164 Summary - Canadian Patents Database | CA 2811164 | NaN | ELECTRICVEHICLECHARGING STATION AND METHOD FOR CHARGING ANELECTRICVEHICLE | STATION DE CHARGE DE VEHICULE ELECTRIQUE ET PROCEDE DE CHARGE D'UN VEHICULE ELECTRIQUE | NaN | TREMBLAY, LOUIS, DESJARDINS, MICHAEL | 2021-01-26 | 2011-09-12 | FASKEN MARTINEAU DUMOULIN LLP | English | ADDENERGIE TECHNOLOGIES INC. | CLAIMS:\n1. An\nelectric\nvehicle\ncharging station for charging an\nelectric\nvehicle\n,\ncomprising:\nan\nelectrical\nconnector\nelectrically\nconnectable to a source of\nelectrical\nenergy, the\nelectrical\nconnector adapted for connecting to a\nbattery\nof the\nelectric\nvehicle\n;\nan\nelectrical\ncable having a first end connected to the\nelectrical\nconnector\nand a second end connectable to the source of\nelectrical\nenergy;\na frame having a connector receiving portion for receiving the\nelectrical\nconnector; a locking unit mounted to the frame for preventing a user access to\nthe\nelectrical\nconnector; the locking unit comprising a connector cover\nmovable\nbetween a closed position in which the\nelectrical\nconnector is enclosed in the\nreceiving portion to prevent the user access to the\nelectrical\nconnector, and\nan\nopen position in which the\nelectrical\nconnector is accessible and removable\nfrom\nthe receiving portion, and a connector locking mechanism for locking the\nconnector cover when in the closed position, wherein the frame further\ncomprises\na cable receiving portion for receiving the\nelectrical\ncable;\na control unit operatively connected to the locking unit, the control unit for\nverifying rights of a user to access the\nelectrical\nconnector and unlocking\nthe\nlocking unit upon successful verification of the user rights to provide the\nuser\naccess to the\nelectrical\nconnector; and\na cable cover pivotally secured to the frame adjacent to the cable receiving\nportion and movable between a first position in which the\nelectrical\ncable is\nenclosed in the cable receiving portion to prevent the user access to the\nelectrical\ncable, and a second position in which the\nelectrical\ncable is accessible and\nremovable from the cable receiving portion, and\na cable locking mechanism controlled by the control unit for locking the\ncable cover when in the first position.\n- 19 -\n2. The\nelectric\nvehicle\ncharging station of claim 1, wherein the connector\ncover is shaped and sized to cover substantially an entirety of the\nelectrical\nconnector when inserted in the connector receiving portion.\n3. The\nelectric\nvehicle\ncharging station of claim 2, wherein the connector\ncover is pivotally secured to the frame.\n4. The\nelectric\nvehicle\ncharging station of claim 1, wherein the connector\ncover is integral with the cable cover.\n5. The\nelectric\nvehicle\ncharging station of claim 1, wherein the\nelectrical\ncable\nis retractably mounted to the frame in order to retract the\nelectrical\ncable\nin the\ncable receiving portion of the frame.\n6. The\nelectric\nvehicle\ncharging station of claim 5, further comprising a\nmotor,\na roller secured to the frame and drivable by the motor, and a retracting\ncable\nhaving a first end secured to the roller and a second end secured to the\nelectrical\ncable, the motor being controlled by the control unit for rolling the\nretracting cable\non the roller in order to retract the\nelectrical\ncable in the cable receiving\nportion.\n7. The\nelectric\nvehicle\ncharging station of claim 1, further comprising a\nposition sensor for determining whether the\nelectrical\nconnector is positioned\nin\nthe connector receiving portion, the control unit being connected to the\nposition\nsensor and adapted to terminate a transaction for the user only when the\nposition\nsensor determines that the\nelectrical\nconnector is positioned back in the\nconnector receiving portion.\n8. The\nelectric\nvehicle\ncharging station of claim 1, wherein the\nelectrical\nconnector is fixedly secured to the frame in the connector receiving portion.\n9. The\nelectric\nvehicle\ncharging station of claim 1, wherein the control\nunit is\nadapted to identify the user and unlock the locking unit upon successful\nidentification of the user.\n- 20 -\n10. A method for charging an\nelectric\nvehicle\n, using the\nelectric\nvehicle\ncharging station as claimed in any one of claims 1 to 9, the method\ncomprising:\nverifying rights of the user to use the charging station for charging the\nelectric\nvehicle\n;\nupon successful verification, said control unit receiving an unlocking signal\nindicative of said successful verification and said control unit unlocking\nsaid\nlocking unit in response to said receipt of said unlocking signal, said\nunlocking of\nthe locking unit comprising unlocking the connector locking mechanism\noperatively connected to the connector cover movable between the closed\nposition in which the\nelectrical\nconnector is enclosed in said connector\nreceiving\nportion, thereby preventing said user access to the\nelectrical\nconnector, and\nthe\nopen position in which the\nelectrical\nconnector is accessible and removable\nfrom\nthe connector receiving portion;\nunlocking the cable cover locked in the first position by the control unit;\nand\nthe user\nelectrically\nconnecting the\nbattery\nof the\nelectric\nvehicle\nto the\nelectrical\nconnector, thereby charging the\nelectric\nvehicle\n.\n11. The method of claim 10, wherein said verifying rights comprises\nidentifying\nthe user.\n12. The method of claim 10, wherein said verifying rights comprises\nreceiving\na payment from the user.\n13. The method of claim 10, wherein the step of the user\nelectrically\nconnecting the\nbattery\ncomprises:\nthe user opening the connector cover,\nelectrically\nconnecting the\nbattery\nto\nthe\nelectrical\nconnector, and closing the connector cover; and\nproviding\nelectrical\nenergy to the\nbattery\nvia the\nelectrical\nconnector.\n- 21 -\n14. The method of claim 13, further comprising:\nlocking the connector cover during said providing\nelectrical\nenergy to the\nbattery\n;\nunlocking the connector cover once the\nbattery\nis recharged;\nsaid user disconnecting the\nbattery\nand positioning the\nelectrical\nconnector\nback in the receiving portion; terminating an operation of the user only when\nthe\nelectrical\nconnector has been positioned back in the receiving portion; and\nlocking the connector cover.\n- 22 - | 61/382,102 | United States of America | 2010-09-13 | L'invention porte sur une station de charge de véhicule électrique destinée à charger un véhicule électrique, comprenant : un connecteur électrique pouvant être connecté électriquement à une source d'énergie électrique, le connecteur électrique étant apte à se connecter à une batterie du véhicule ; un châssis ayant une partie de réception de connecteur destinée à recevoir le connecteur électrique ; une unité de verrouillage montée sur le châssis pour empêcher un utilisateur d'avoir accès au connecteur électrique ; et une unité de commande reliée fonctionnellement à l'unité de verrouillage, l'unité de commande étant destinée à vérifier les droits d'un utilisateur à accéder au connecteur électrique et à déverrouiller l'unité de verrouillage après avoir vérifié avec succès les droits de l'utilisateur afin d'autoriser l'accès de l'utilisateur au connecteur électrique. | True |
| 250 | Patent 2286726 Summary - Canadian Patents Database | CA 2286726 | NaN | VEHICLESAFETY SYSTEM | SYSTEME DE SECURITE POUR VEHICULE AUTOMOBILE | NaN | HAGAN, WILLARD F., ZOLLINGER, LINDSAY P., COLEMAN, DANIEL E., ADKISSON, RICK A., RILEY, MICHAEL C., MEISTER, JACK B. | 2004-05-25 | 1998-09-16 | BORDEN LADNER GERVAIS LLP | English | AM - SAFE INCORPORATED | 24\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY\nOR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A restraint system for protecting\nvehicle\npassengers during a crash event\ncomprising:\n(a) a\nvehicle\nseat including a substructure frame attached to the\nvehicle\n;\n(b) a safety belt having a first non-extensible part and a second extensible\npart, wherein\none end of each belt part is attached to the\nvehicle\nseat sub-structure for\nextension from the\npoints of attachment to the substructure frame across a passenger's lap;\n(c) fastening structures on ends of the belt parts nonattached to the\nsubstructure for\nuniting the parts over the passenger's lap;\n(d) an inflatable member mounted on the non-extensible part of the belt on\nthat side\nfacing away from the passenger's lap;\n(e) belt position orienting means operatively associated with the non-\nextensible belt part\nfor maintaining the inflatable member mounted thereon facing away from the\npassenger's lap;\n(f) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(g) an\nelectrical\nswitching combination contained in the belt part fastening\nstructures that\npermit activation of the inflatable member only when the inflatable member is\npositioned facing\naway from the passenger's lap;\n(h) a source of inflating gas operably joined to the inflatable member;\n(i) a crash event sensor, and\n(j) system electronics mounted on the seat substructure frame for\nelectrically\ninterconnecting the crash event sensor. the source of inflating gas, the\nbattery\npower supply and\nthe\nelectrical\nswitching combination.\n2. A\nvehicle\nrestraint system for protecting\nvehicle\npassengers during a crash\nevent\ncomprising:\n(a) a\nvehicle\nseat including a substructure frame attached to the\nvehicle\n;\n(b) a safety belt having a first non-extensible and a second extensible part,\neach attached\nat one end to the\nvehicle\nseat substructure frame and across a passenger's\nlap;\n(c) fastening structures on ends of the belt parts nonattached to the\nsubstructure for\nuniting the parts about the passenger's lap;\n25\n(d) an\nelectrical\nswitching combination contained in the belt part fastening\nstructures;\n(e) an inflatable member attached to the belt;\n(f) a source of inflating gas operably joined to the inflatable member;\n(g) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(h) a crash event sensor;\n(i) system electronics\nelectrically\ninterconnecting the crash event sensor,\nthe source of\ninflating gas and the\nbattery\npower supply and regulating the supply of power\nfrom the\nbattery\nto\nthe event sensor to discrete pulses of preselected duration.\n3. A\nvehicle\nrestraint system as defined in claim 1 or 2 wherein the system\nelectronics, is contained within a radiant energy shielding housing supported\nby the\nvehicle\nseat\nframe.\n4. A\nvehicle\nrestraint system as defined in claim 1 wherein the system\nelectronics\nincludes switching means connected between the system\nbattery\npower supply and\nthe source of\ninflating gas for rendering the system electronics operable when it is mounted\non the substructure\nframe.\n5. A\nvehicle\nrestraint system as defined in claim 4 wherein a switching means\noperator separate from the switching means is supported by the seat frame in\nposition for\nactivating the system electronics when the electronics are mounted on the seat\nframe.\n6. A\nvehicle\nrestraint system as defined in claim 1 wherein the\nelectrical\nswitching\ncombination in the belt fastening structures comprises at least one reed\nswitch mounted on one\nbelt part and a reed switch operator mounted on the other belt part.\n7. A\nvehicle\nrestraint system as defined in claim 6 wherein the restraint\nsystem\nincludes an extra belt part for disabling connected between the reed switch\nand the reed switch\noperator attached to the extensible and non-extensible belt parts, the system\nelectronics.\n26\nA\nvehicle\nrestraint system as defined in claim 6 wherein the reed switch\noperator\nis a magnet.\n9. A\nvehicle\nrestraint system as defined in claim 6 wherein: the fastening\nstructures\ninclude a coupling tang and a buckle and the reed switch is mounted on the\ncoupling tang\nsecured to the end of the first belt part and the reed switch operator is\ncarned in the buckle\nsecured to the end of the second belt part.\n10. A\nvehicle\nrestraint system as defined in claim 6 wherein at least two reed\nswitches\nare mounted on the one belt part.\n11. A\nvehicle\nrestraint system as defined in claim 1 wherein the source of\ninflating\ngas and the system electronics include structure for enabling introduction of\ngas into the\ninflatable member at predetermined controlled rates.\n12. A\nvehicle\nrestraint system as defined in claim 1 wherein the restraint\nsystem\nbattery\npower supply comprises at least two individual\nbatteries\nconnected for\nproviding the\nsystem electronics with at least two levels of voltage.\n13. A system as defined in claim 12 in which the\nbatteries\nare connected in\nseries.\n14. A\nvehicle\nrestraint system as defined in claim 1 wherein multiple sources\nof\ninflating gas are provided and the system electronics includes a firing\nprogram for effecting\nrelease of gas into the inflatable member in a preselected manner.\n15. A\nvehicle\nrestraint system as defined in claim 1 wherein the belt position\norienting means comprises a torsion resisting element which is attached to the\nnonextensible belt\npart carrying the inflatable member.\n16. A\nvehicle\nrestraint system as defined in claim 15 wherein the belt\nposition\norienting means is a gas supply tube shaped for maintaining the belt part in\nposition with the\ninflatable member facing away from the user's lap.\n27\n17. A\nvehicle\nrestraint system as defined in claim 15 wherein the torsion\nresisting\nelement is a substantially flat strap.\n18. A\nvehicle\nrestraint system as defined in claim 1 wherein the fastening\nstructures\non the ends of the belt parts non-attached to the substructure include\nphysical means permitting\nconnection therebetween only when the inflatable member is facing away from\nthe passenger's\nlap.\n19. A\nvehicle\nrestraint system as defined in claim 18 wherein the physical\nmeans\ncomprises an extension on one fastening structure for reception into a\nposition orienting opening\non the other fastening structure.\n20. A\nvehicle\nrestraint system as defined in claim 1 wherein belt position\norienting\nmeans comprise the\nelectrical\nswitch combination contained in the belt part\nfastening structures.\n21. A\nvehicle\nrestraint system as defined in claim 1 wherein the crash event\nsensor is\nan accelerometer for generating a crash event output signal proportional to\nthe rate of change in\nvehicle\nspeed\n22. A\nvehicle\nrestraint system as defined in claim 21 wherein the\naccelerometer\nincorporates a Hall effect device.\n23. A\nvehicle\nrestraint system as defined in claim 21 in which the\naccelerometer\nproduces a signal only in response to changes in speed occurring along a\nsingle axis substantially\nparallel to the path of travel of the\nvehicle\n.\n24. A\nvehicle\nrestraint system as defined in claim 21 in which at least two\naccelerometers are used for producing the crash event output signal.\n25. A\nvehicle\nrestraint system as defined in claim 1 in which the system\nelectronics\ninclude a gas firing circuit and a separate system control circuit.\n28\n26. A\nvehicle\nrestraint system as defined in claim 25 in which the gas firing\ncircuit\nand the system control circuit operate at different voltages received from the\nbattery\npower\nsupply.\n27. A\nvehicle\nrestraint system as defined in claim 2 wherein the system\nelectronics\nincludes a microprocessor that is programmed to poll the crash event sensor,\nrecognize a crash\nevent and initiate deployment of the inflatable member.\n28. A\nvehicle\nrestraint system as defined in claim 2 in which the system\nelectronics\ninclude a gas firing circuit and a separate system control circuit.\n29. An apparatus for controlling the operation of passive\nvehicle\npassenger\nrestraint\nsystems utilizing an inflatable cushion and a source of inflating gas, the\napparatus comprising:\n(a) a sensor responsible for transmission of a signal output reflecting the\noccurrence of a\ncrash event;\n(b) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(c) system electronics\nelectrically\ninterconnecting the crash event sensor and\nthe\nbattery\npower supply, which system electronics includes logic means programmed for\nregulating the\nsupply of power from\nbattery\nto the event sensor to discrete pulses of\npreselected duration; and\n(d) a housing enclosing at least the sensor,\nbattery\npower supply and system\nelectronics\nfor shielding out radiant energy.\n30. An apparatus as define in claim 29 wherein the system electronics includes\na\nmicroprocessor and an oscillator circuit connected for providing a timed\nenergizing pulse to the\nsensor.\n31. An apparatus as defined in claim 30 wherein a source of inflating gas is\nlocated\nwithin the radiant energy shielding housing.\n29\n32. An apparatus as defined in claim 29 wherein switching means is operably\nconnected between the system\nbattery\npower supply and the source of inflating\ngas, for rendering\nthe gas source inoperative when desired.\n33. A\nvehicle\nsafety restraint system for passenger protection during a\nvehicle\ncrash\nevent comprising: (a) an inflatable body restraint member extendable across a\nuser's body (b) a\nsource of inflating gas operatively connected to the body restraint member;\n(c) a crash event\nsensor to initiate inflation of the body restraint member; (d) a restraint\nsystem\nbattery\npower\nsupply which is independent of any other\nvehicle\npower source; and (e) power\nsupply control\nelements operably connected between the\nbattery\npower supply and the event\nsensor, whereby\npower is pulsed from the\nbattery\npower supply to the event sensor to sample\nthe condition\nthereof at preselected discrete intervals.\n34. A restraint system as defined in claim 33 wherein a safety switch is\nelectrically\nconnected to the\nbattery\npower supply for selectively controlling its\nconnection to the remainder\nof the power supply control elements.\n35. A restraint system as defined in claim 33 or claim 34 wherein the power\nsupply\ncontrol elements for pulsing power to the sensing means comprise a\nmicroprocessor.\n36. A restraint system as defined in claim 33 wherein the event sensor\ncomprises a\nHall effect device.\n37. A restraint system as defined in claim 33 wherein the inflatable body\nrestraint\nmember comprises: a first, nonextensible belt part having an inflatable bag\nmounted thereon for\nexpansion in the direction away from a user's body.\n38. A restraint system as defined in claim 37 wherein the first belt part\nincludes a belt\nposition orienting element for orienting a preselected side of the first belt\naway from the user's\nbody.\n39. A restraint system as defined in claim 38 wherein the first belt part\nposition\norienting element comprises a torsion resisting element that maintains an\ninitial, preferred first\nbelt part orientation.\n30\n40. A restraint system as defined in claim 39 wherein the torsion resisting\nelement\nextends substantially the entire length of the first belt part.\n41. A restraint system as defined in claim 37 wherein the first belt part has\ntwo ends,\none end being attached to selected substructure and the second end having a\ntang for connecting\nto a buckle, whereby the first belt part is secured at both ends over the lap\nof the user's body.\n42. A restraining system as provided in claim 41 comprising a second belt part\nhaving two ends, one end being attached to selected substructure, and a buckle\nattached to the\nsecond belt part for releasable engagement with the first belt part tang, the\nsecond belt part being\nadjustable in length.\n43. A restraint system as defined in claim 42 which includes an\nelectrical\nswitching\ncombination in the tang and buckle which activates the safety restraint system\nwhen the tang and\nbuckle are mutually engaged with the inflatable bag away from the user's body.\n44. A restraint system as defined in claim 43 wherein the\nelectrical\nswitching\ncombination comprises a reed switch and a magnet.\n45. A restraint system as defined in claim 44 wherein the reed switch is\nmounted on\nthe tang and the magnet is mounted on the buckle.\n46. In a\nvehicle\nsafety restraint system having an inflatable member attached\nto a\nsafety belt. a source of gas, a crash event sensor and a source of\nbattery\npower that is\nindependent of any other\nvehicle\npower source, the combination comprising:\nelectronic control\nmeans operably connecting the\nbattery\npower source to the crash event sensor\nfor regulating the\nsupply of power from the source to the sensor into discrete pulses of\npreselected duration.\n31\n47. In a process for operating a\nvehicle\nsafety restraint system having an\nairbag, a\nbattery\npower source which is independent of any other\nvehicle\npower source\nand a crash event\nsensor, the steps comprising:\n(a) providing a microprocessor programmed to control system operation, wherein\nthe\nmicroprocessor:\n(i) applies power to the sensor for a time effecting stabilization thereof;\n(ii) energizes the sensor with a discrete power input to determine the\ncondition of the\nsensor;\n(iii) powers down the system when no crash event is sensed and powers up the\nsystem\nwhen a crash event is sensed; and\n(iv) cyclically repeats the energizing and powering down of the sensor for as\nlong as no\ncrash event is sensed.\n48. A process as defined in claim 47 wherein the microprocessor continues\nenergizing\nthe crash event sensor when it identifies a crash event.\n49. A process as defined in claim 48 wherein the airbag is deployed after the\nevent is\nidentified.\n50. A restraint system for protecting\nvehicle\npassengers during a crash event\ncomprising:\n(a) a\nvehicle\nseat including a substructure frame attached to the\nvehicle\n;\n(b) a safety belt having a first non-extensible part and a second extensible\npart, wherein\none end of each belt part is attached to the\nvehicle\nseat sub-structure frame\nfor extension from\nthe points of attachment to the sub-structure frame across a passenger's lap;\n(c) a substantially flat stiffening element extending substantially the entire\nlength of the\nnon-extensible belt part for establishing a substantially fixed orientation of\nthe belt part with\nrespect to the passenger's lap;\n(d) an inflatable member mounted on the non-extensible part of the belt on\nthat side\nfacing away from the passenger's lap;\n32\n(e) a belt position orienting means operatively associated with the non-\nextensible belt part\nfor maintaining the inflatable member mounted thereon facing away from the\npassenger's lap;\n(f) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(g) an\nelectrical\nswitching combination contained in the belt part fastening\nstructures that\npermit activation of the inflatable member only when the inflatable member is\npositioned facing\naway from the passenger's lap;\n(h) a source of inflating gas operably joined to the inflatable member;\n(i) a crash event sensor; and\n(j) system electronics mounted on the seat substructure frame for\nelectrically\ninterconnecting the crash event sensor, the source of inflating gas, the\nbattery\npower supply and\nthe\nelectrical\nswitching combination.\n51. An apparatus for controlling the operation of passive\nvehicle\npassenger\nrestraint\nsystems utilizing an inflatable cushion and a source of inflating gas, the\napparatus comprising:\n(a) a sensor responsible for transmission of a signal output reflecting the\noccurrence of a\ncrash event;\n(b) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(c) system electronics including (i) a microprocessor. (ii) and an oscillator\nand a firing\ncircuit connected to the microprocessor, whereby discrete pulses of\npreselected duration are\nsupplied to the event sensor; and\n(d) a housing enclosing at least the sensor.\nbattery\npower supply and system\nelectronics\nfor shielding out radiant energy. | 60/059,430 | United States of America | 1997-09-22 | Système de sécurité conçu pour les passagers d'un véhicule automobile, illustré par la figure et utilisable lorsqu'une source d'énergie indépendante est nécessaire. Ce système comporte des éléments coopérants: une source d'énergie indépendante (11), une ceinture de sécurité (26, 27) servant à retenir un passager, des capteurs (12) en cas d'accident, une structure (116) servant à orienter la ceinture de sécurité, une source (15, 16) de gaz de gonflage et, dans le mode de réalisation préféré, une électronique programmée commandant le fonctionnement du système de sécurité et prolongeant la durée de vie utile de la source d'énergie indépendante. | True |
| 251 | Patent 2518638 Summary - Canadian Patents Database | CA 2518638 | NaN | POWER SUPPLY FORVEHICLE | BLOC D'ALIMENTATION DESTINE A UN VEHICULE | NaN | TAMAKI, KENJI | 2012-09-25 | 2004-03-10 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | 17\nCLAIMS:\n1. A\nvehicle\nelectrical\npower supply apparatus installed in a\nvehicle\nincluding: an internal combustion engine, as a drive source, having a fuel\ninjection\ndevice; and an\nelectrical\nload, the\nvehicle\nelectrical\npower supply apparatus\ncomprising:\na\nbattery\nthat supplies\nelectrical\npower to the\nelectrical\nload;\nan alternating current generator that charges the\nbattery\nwith\nelectrical\npower and supplies\nelectrical\npower to the\nelectrical\nload;\nan interrupt device that interrupts the supply of\nelectrical\npower from\nthe alternating current generator to the\nbattery\nwhen a state of charge of the\nbattery\ndoes not attain a predetermined state; and\nan\nelectrical\npower supply device that supplies\nelectrical\npower output\nfrom the alternating current generator to the fuel injection device so as to\noperate the\nfuel injection device, wherein\nthe\nelectrical\npower supply device supplies\nelectrical\npower to the\nelectrical\nload when a revolution speed of the internal combustion engine is\nmaintained above a predetermined value for a period longer than a\npredetermined\ntime, and does not supply\nelectrical\npower to the\nelectrical\nload when the\nrevolution\nspeed of the internal combustion engine is maintained above the predetermined\nvalue\nfor a period shorter than the predetermined time.\n2. The\nvehicle\nelectrical\npower supply apparatus according to claim 1,\nfurther comprising a relay located between the\nbattery\nand the\nelectrical\nload\nto\ncontrol an\nelectrical\nconnection between the\nbattery\nand the\nelectrical\nload,\nwherein\nthe control device places the relay in an on-state when the revolution\nspeed of the internal combustion engine is maintained equal to or above a\npredetermined revolution speed for a period longer than a predetermined time.\n18\n3. The\nvehicle\nelectrical\npower supply apparatus according to claim 1,\nwherein the predetermined period is 110 ms.\n4. The\nvehicle\nelectrical\npower supply apparatus according to any one of\nclaims\n1, 2, and 3, further comprising a capacitor that accumulates\nelectrical\npower\noutput\nfrom the\nelectrical\npower supply device, and is connected to the\nbattery\n, the\nfuel\ninjection device, and the control device. | 2003-067991 | Japan | 2003-03-13 | L'invention concerne un bloc d'alimentation destiné à un véhicule, monté sur un véhicule comprenant un moteur à combustion interne présentant un éjecteur de carburant (26) en tant que source d'entraînement et des charges électriques (19, 70). Le bloc d'alimentation destiné à un véhicule comprend une batterie (16) destinée à fournir de la puissance aux charges électriques (19, 70), un alternateur (11) destiné à charger la batterie (16) à l'aide d'une puissance et destiné à fournir une puissance aux charges électriques (19, 70), ainsi qu'un bloc d'alimentation(12) destiné à alimenter l'éjecteur de carburant (26) en puissance de sortie provenant de l'alternateur (11) et à actionner l'éjecteur de carburant (26). | True |
| 252 | Patent 3182862 Summary - Canadian Patents Database | CA 3182862 | NaN | HOT CHARGING SYSTEMS AND METHODS | SYSTEMES ET PROCEDES DE CHARGE A CHAUD | NaN | DUNN, RANDY | NaN | 2021-06-30 | GOWLING WLG (CANADA) LLP | English | ELECTRIC POWER SYSTEMS, INC. | CLAIMS\nWe claim:\n1. A method of fast charging a\nbattery\nmodule, the method comprising:\nheating, via a\nbattery\nheating system, the\nbattery\nmodule to a first\ntemperature range;\ncharging, via a charging system, the\nbattery\nmodule while the\nbattery\nmodule\nis heated\nwithin the first temperature range; and subsequently\nactively cooling, via a\nbattery\ncooling system, the\nbattery\nmodule to a\ntemperature below\nthe first temperature range.\n2. The method of claim 1, wherein heating the\nbattery\nmodule further\ncomprises pumping a\nfirst fluid through the\nbattery\nmodule via the\nbattery\nheating system.\n3. The method of claim 2, wherein cooling the\nbattery\nmodule further\ncomprises pumping a\nsecond fluid through the\nbattery\nmodule via the\nbattery\ncooling system.\n4. The method of claim 3, wherein the first fluid is routed through a fluid\nconduit in fluid\ncommunication with the\nbattery\nmodule, and wherein the second fluid is routed\nthrough the fluid\nconduit in fluid communication with the\nbattery\nmodule.\n5. The method of claim 4, wherein the charging system comprises a charger\nin\nelectrical\ncommunication with the\nbattery\nmodule via\nelectrical\nwires, and wherein the\nelectrical\nwires are\nrouted through the fluid conduit.\n29\n6. The method of claim 3, wherein the first fluid is between 40 C and 100\nC during\nheating the\nbattery\nmodule, and wherein the second fluid is between -10 C and\n20 C during\ncooling the\nbattery\nmodule.\n7 The method of claim 1, further comprising, monitoring, via a\nbattery\nmanagement\nsystem, a state of charge of the\nbattery\nmodule during charging the\nbattery\nmodule.\n8. A hot charging system for use on an\nelectric\nvehicle\n, the hot charging\nsystem comprising:\na\nbattery\nheating system configured for fluid communication with a\nbattery\nmodule of the\nelectric\nvehicle\n;\na\nbattery\ncooling system configured for fluid communication with the\nbattery\nmodule of\nthe\nelectric\nvehicle\n;\na charger configured for\nelectrical\ncommunication with the\nbattery\nmodule of\nthe\nelectric\nvehicle\n;\na controller in\nelectric\ncommunication with the\nbattery\nheating system and the\nbattery\ncooling system; and\na fluid conduit configured to removably couple to the\nelectric\nvehicle\n, the\nfluid conduit\ncomprising\nelectrical\nwires therein, the fluid conduit configured to receive a\nfirst fluid from the\nbattery\nheating system, the fluid conduit configured to receive a second fluid\nfrom the\nbattery\ncooling system.\n9. The hot charging system of claim 8, wherein the\nbattery\nheating system\ncomprises a hot\ntank and a first feed pump, and wherein the\nbattery\ncooling system comprises a\ncold tank and a\nsecond feed pump.\n10. The hot charging system of claim 9, wherein the first feed pump is\nconfigured to pump\nfluid from the hot tank through the fluid conduit to heat the\nbattery\nmodule\nduring charging of\nthe\nbattery\nmodule.\n11. The hot charging system of claim 10, further comprising a climate\ncontrol system\nincluding a third feed pump and a fourth feed pump, the third feed pump in\nfluid communication\nwith the hot tank, the fourth feed pump in fluid communication with the cold\ntank.\n12. The hot charging system of claim 11, wherein the climate control system\nis configured to\npump fluid to a climate control device of the\nelectric\nvehicle\nthrough the\nfluid conduit.\n13. The hot charging system of claim 8, wherein the controller is operable\nto:\ncommand the\nbattery\nheating system to pump the first fluid through the fluid\nconduit to\nheat the\nbattery\nmodule;\ncommand the charger to charge the batteiy module; and\ncommand the\nbattery\ncooling system to pump the second fluid through the fluid\nconduit\nto cool the\nbattery\nmodule.\n14. The hot charging system of claim 13, wherein the controller is further\noperable to:\n31\ncommand a fluid heating system of the\nbattery\nheating system to heat the first\nfluid prior\nto pumping the first fluid; and\ncommand a cooling system of the\nbattery\ncooling system to cool the second\nfluid prior to\npumping the second fluid.\n15. An article of manufacture including a tangible, non-transitory computer-\nreadable storage\nmedium having instructions stored thereon that, in response to execution by a\nprocessor, cause\nthe processor to perform operations comprising:\ncommanding, by the processor, a first feed pump to pump a first fluid through\na\nbattery\nmodule, the first fluid being heated to a first temperature between 40 C and\n100 C;\ncommanding, by the processor, a charger to charge the\nbattery\nmodule; and\ncommanding, by the processor, a second feed pump to pump a second fluid\nthrough the\nbattery\nmodule, the second fluid having a second temperature less than the\nfirst fluid.\n16. The article of manufacture of claim 15, wherein the operations further\ncomprise:\ncommanding, by the processor, a fluid heating system to heat the first fluid\nto the first\ntemperature prior to pumping the first fluid; and\ncommanding, by the processor, a cooling system to cool the second fluid to the\nsecond\ntemperature prior to pumping the second fluid.\n17. The article of manufacture of claim 15, wherein the operations further\ncomprise\nreceiving, by the processor, a state of charge of the\nbattery\nmodule while the\nbattery\nmodule is\ncharging\n32\n18, The article of manufacture of claim 15, wherein the first feed pump\npumps the first fluid\nthrough a fluid conduit disposed between a ground service system and a\nvehicle\nwith the\nbattery\nmodule.\n19. The article of manufacture of claim 18, wherein the second feed pump\npumps the second\nfluid through the fluid conduit when the second fluid is being pumped through\nthe\nbattery\nmodule.\n20. The article of manufacture of claim 15, wherein the operations further\ncomprise\ncommanding, by the processor, the charger to stop charging in response to the\nbattery\nmodule\nreaching a predetermined state of charge; and subsequently commanding the\nsecond feed pump\nto pump the second fluid.\n33 | 63/047,594 | United States of America | 2020-07-02 | Système de charge à chaud pour un véhicule électrique pouvant comprendre un système de chauffage de batterie, un système de refroidissement de batterie et un système de charge. Le système de charge à chaud peut être conçu pour chauffer un module de batterie lors de la charge du module de batterie et pour refroidir le module de batterie après la charge du module de batterie. Le système de charge à chaud peut comprendre un système de plomberie et un système de commande. Le système de plomberie peut être conçu pour assurer la communication fluidique entre le système de chauffage de batterie, le système de refroidissement de batterie et le module de batterie. Le système de commande peut être conçu pour charger le module de batterie par le biais du système de charge. | True |
| 253 | Patent 3184912 Summary - Canadian Patents Database | CA 3184912 | NaN | CRAWLERVEHICLE, CONTROL METHOD AND COMPUTER PROGRAM OF SAIDVEHICLE | VEHICULE A CHENILLES, PROCEDE DE COMMANDE ET PROGRAMME INFORMATIQUE DUDIT VEHICULE | NaN | KIRCHMAIR, MARTIN, PAOLETTI, ALBERTO | NaN | 2021-06-04 | SMART & BIGGAR LP | English | PRINOTH S.P.A. | CA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nCLAIMS\n1 . A crawler\nvehicle\n, in\nparticular for the\npreparation of ski runs; the crawler\nvehicle\n(1)\ncomprising:\n- a frame (2);\n- a cabin (8) mounted on the frame (2);\n- a first and a second drive wheel (5, 6) driven by a\nfirst and a second hydraulic motor (18, 19) respectively;\n- a\nbattery\nassembly (16, 22) and an\nelectric\nmotor\n(17) fed by the\nbattery\nassembly (16, 22), which are\nmounted on said frame (2) behind the cabin (8) and mainly\nunder the cabin (8); and\n- a power transmission assembly (20) configured to\ntransmit power from the\nelectric\nmotor (17) to said\nhydraulic motors (18, 19).\n2. The\ncrawler\nvehicle\nas claimed in Claim 1, and\ncomprising at least one tool (7) connected in movable way\nto the frame (2) and actuated by one respective further\nhydraulic motor (11; 13; 15).\n3. The crawler\nvehicle\nas claimed in Claim 2,\nwherein the power transmission assembly (20) comprises a\nfirst pump (23) hydraulically connected to the first\nhydraulic motor (18); a second pump (24) hydraulically\nconnected to the second hydraulic motor (19); at least a\nthird pump (25; 26; 27) hydraulically connected to the\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nrespective further hydraulic motor (11; 13; 15); and a\nmechanical transmission (28), which is placed between the\nelectric\nmotor (17) and the pumps (23, 24, 25; 26; 27) and\nis configured to distribute the power supplied by the\nelectric\nmotor (17) between the pumps (23, 24, 25; 26; 27);\nsaid pumps (23, 24, 25; 26; 27) being of variable\ndisplacement.\n4. The crawler\nvehicle\nas claimed in any one of the\nforegoing Claims, and comprising an inverter (21)\nconfigured to transmit\nelectric\npower from the\nbattery\nassembly (16, 22) to the\nelectric\nmotor (17).\n5. The crawler\nvehicle\nas claimed in any one of the\nforegoing Claims, and comprising an auxiliary power supply\nassembly (29); in particular, a fuel cell or an internal\ncombustion engine or a further\nbattery\nassembly.\n6. The crawler\nvehicle\nas claimed in Claim 5,\nwherein the auxiliary power supply assembly (29) is\nconfigured to charge the\nbattery\nassembly (16, 22) and is\nremovable from the crawler\nvehicle\n(1).\n7. The crawler\nvehicle\nas claimed in any one of the\nforegoing Claims, wherein the\nbattery\nassembly (16, 22) is\ncoupled to the crawler\nvehicle\n(1) in removable manner,\npreferably by means of a releasable coupling device, in\norder to facilitate the replacement of the\nbattery\nassembly\n(16, 22).\n26\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\n8. The crawler\nvehicle\nas claimed in any one of\nClaims 3 to 7, and comprising a control device (30)\nconfigured to control the power supplied by the\nelectric\nmotor (17).\n9. The crawler\nvehicle\nas claimed in Claim 8,\nwherein the control device (30) is configured to\nindependently control the speed of the\nelectric\nmotor (17)\nand the displacement of the pumps (23, 24, 25, 26, 27) in\norder to optimize the operational efficiency of the crawler\nvehicle\n(1).\n10. The crawler\nvehicle\nas claimed in Claim 9,\nwherein the control device (30) is configured to acquire\nthe speed of the\nelectric\nmotor (17) and the displacement\nof the pumps (23, 24, 25; 26; 27); and to control the speed\nof the\nelectric\nmotor (17) and the displacement of the\npumps (23, 24, 25; 26; 27) by means of respective closed\nloop controls depending respectively on the acquired speed\nof the\nelectric\nmotor (17) and the acquired displacement of\nthe pumps (23, 24, 25; 26; 27).\n11. The crawler\nvehicle\nas claimed in Claim 9 or\n10, wherein the control device (30) is configured to\nacquire a requested hydraulic power to each hydraulic motor\n(11; 13; 15; 18; 19); to control the speed of the\nelectric\nmotor (17) and/or the displacement of the respective pump\n(23; 24; 25; 26; 27) to satisfy the requested hydraulic\n27\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\npower; and to acquire the hydraulic power transmitted to\neach hydraulic motor (11; 13; 15; 18; 19).\n12. The crawler\nvehicle\nas claimed in Claim 11,\nwherein the control device (30) is configured to acquire a\nrequested running speed of the crawler\nvehicle\n(1); to\ncontrol the speed of the\nelectric\nmotor (17) and/or the\ndisplacement of the pumps (23, 24) to substantially match\nthe requested running speed; and to acquire the running\nspeed of the crawler\nvehicle\n(1).\n13. The crawler\nvehicle\nas claimed in any one of\nClaims 8 to 12, wherein the control device (30) comprises a\ncharge sensor (31) configured to acquire the charge level\nof the\nbattery\nassembly (16, 22); the control device (30)\nbeing configured to limit the power output of the\nelectric\nmotor (17) when the acquired charge level falls below a\npredetermined threshold.\n14. The crawler\nvehicle\nas claimed in Claim 13,\nwherein the control device (30) is configured to calculate\nand provide a remaining operating time of the crawler\nvehicle\n(1) based on said acquired charge level and on an\nexpected average consumption of the crawler\nvehicle\n(1).\n15. The crawler\nvehicle\nas claimed in Claim 13 or 14,\nwherein the control device (30) is configured to calculate\nand provide a maximum operating distance based on said\nacquired charge level, on an expected average consumption\n28\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nof the crawler\nvehicle\n(1) and on at least one between the\nGPS position of the crawler\nvehicle\n(1), the snowpack\ncharacteristics of the ski slopes and the driving style of\na crawler\nvehicle\noperator (1).\n16. A method of controlling a crawler\nvehicle\n; the\ncrawler\nvehicle\n(1) comprising a frame (2); two drive\nwheels (5, 6) driven by respective hydraulic motors (18,\n19); a\nbattery\nassembly (16, 22) and an\nelectric\nmotor (17)\npowered by the\nbattery\nassembly (16, 22); at least one tool\n(7) connected to the frame (2) and actuated by a respective\nfurther hydraulic motor (11; 13; 15); and a power\ntransmission assembly (20) comprising a plurality of\nvariable displacement pumps (23, 24, 25, 26, 27) and\nconfigured to transmit power from the\nelectric\nmotor (17)\nto said hydraulic motors (11, 13, 15, 18, 19); the method\ncomprising the steps of independently controlling the speed\nof the\nelectric\nmotor (17) and the displacement of the\npumps (23, 24, 25; 26; 27) in order to optimize the\noperational efficiency of the crawler\nvehicle\n(1).\n17. The method as claimed in Claim 16, and comprising\nthe steps of acquiring the speed of the\nelectric\nmotor (17)\nand acquiring the displacement of the pumps (23, 24, 25;\n26; 27); wherein the steps of independently controlling the\nspeed of the\nelectric\nmotor (17) and the displacement of\nthe plurality of pumps (23, 24, 25, 26, 27) are carried out\n29\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nby means of respective closed-loop controls depending\nrespectively on the acquired speed of the\nelectric\nmotor\n(17) and the acquired displacement of the plurality of\npumps (23, 24, 25, 26, 27).\n18. The method as claimed in Claim 16 or 17, and\ncomprising the steps of acquiring a requested hydraulic\npower to each hydraulic motor (11; 13; 15; 18; 19);\ncontrolling the speed of the\nelectric\nmotor (17) and/or the\ndisplacement of the respective pump (23; 24; 25; 26; 27) to\nsatisfy the requested hydraulic power; and acquiring the\nhydraulic power transmitted to each hydraulic motor (18,\n19).\n19. The method as claimed in Claim 18, and comprising\nthe steps of acquiring a requested running speed of the\ncrawler\nvehicle\n(1); controlling the speed of the\nelectric\nmotor (17) and/or the displacement of the pumps (23, 24) to\nsubstantially match the requested running speed; and\nacquiring the running speed of the crawler\nvehicle\n(1).\n20. A computer program configured to control a\ncrawler\nvehicle\n(1) and directly loadable into a memory of\nthe computer (36) to carry out the method steps of any one\nof claims 16 to 19 when the program is implemented by the\ncomputer (36).\n21. A program product comprising a readable medium on\nwhich the program of Claim 20 is stored. | 102020000013378 | Italy | 2020-06-05 | L'invention concerne un véhicule à chenilles pour la préparation de pistes de ski, qui comprend un châssis (2) ; une cabine (8) montée sur le châssis (2) ; des première et seconde roues d'entraînement (5, 6) entraînées par des premier et second moteurs hydrauliques (18, 19), respectivement ; un ensemble batterie (16, 22) et un moteur électrique (17) alimenté par l'ensemble batterie (16, 22), qui sont montés sur ledit châssis (2) derrière la cabine (8) et principalement sous la cabine (8) ; et un ensemble transmission de puissance (20) configuré pour transmettre de la puissance provenant du moteur électrique (17) auxdits moteurs hydrauliques (18, 19). | True |
| 254 | Patent 2988535 Summary - Canadian Patents Database | CA 2988535 | NaN | ENERGY MANAGEMENT CONTROL DEVICE FOR HYBRIDVEHICLE | DISPOSITIF DE COMMANDE DE GESTION D'ENERGIE POUR VEHICULE HYBRIDE | NaN | FUKUDA, HIROYUKI | 2018-04-24 | 2015-06-10 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | 37\nCLAIMS\n[Claim 1] An energy management control device for a hybrid\nvehicle\nhaving\nan\nelectric\nmotor and an internal combustion engine as power sources of the\nvehicle\n, which\ndoes not have a\nstarting element in a drive power transmission system from the power sources\nto a drive wheel,\nand having a transmission with a plurality of engagement clutches as shifting\nelements that are\nmeshingly engaged by a stroke from a disengaged position, and\nwhich carries out an EV start using the\nelectric\nmotor as a drive source that\nreceives\nelectrical\npower from a\nbattery\n, when starting the\nvehicle\n, and comprising:\nan energy management controller is configured to carry out management in\npreparation\nfor the EV starting based on a\nbattery\ncapacity condition, which is set to\nkeep a charge capacity\nof the\nbattery\nin a predetermined\nbattery\nuse charge capacity range for\npermitting charging and\ndischarging of the\nbattery\n, and\nupon determining a failure of the engagement clutches, the energy management\ncontroller\nexpands the\nbattery\nuse charge capacity range more than when the engagement\nclutches are\noperating normally.\n[Claim 2] The energy management control device for a hybrid\nvehicle\nas\nrecited in claim 1,\nwherein\nthe energy management controller expands the\nbattery\nuse charge capacity range\nby\nincreasing an upper limit value for permitting charging from a normal value,\nwhen changing to a\nbattery\ncapacity expansion condition.\n[Claim 3] The energy management control device for a hybrid\nvehicle\nas\nrecited in claim 1\nor 2, wherein\nthe energy management controller sets a mode switch\nvehicle\nspeed, at which to\nswitch to\nan HEV mode where the internal combustion engine is added to the power source,\nto be slower\nthan a normal state after an EV start by the\nelectric\nmotor, when the failure\nof the engagement\nclutches is a first fixed failure mode in which the internal combustion engine\nand the drive wheel\ncannot be disconnected.\n[Claim 4] The energy management control device for a hybrid\nvehicle\nas\nrecited in claim 3,\nwherein\nthe energy management controller uses the\nbattery\ncapacity condition, in which\ngenerated\nelectrical\npower that is generated by the\nelectric\nmotor during travel is made\nto be at a higher\n38\noutput than the generated\nelectrical\npower in the normal state, at a time of\nthe first fixed failure\nmode.\n[Claim 5] The energy management control device for a hybrid\nvehicle\nas\nrecited in any one\nof claims 1 to 4, wherein\nthe\nelectric\nmotor includes a first\nelectric\nmotor and a second\nelectric\nmotor, and\nthe energy management controller carries out an EV start using the second\nelectric\nmotor,\ninstead of an EV start using the first\nelectric\nmotor, when the failure of the\nengagement clutches\nis a second fixed failure mode in which the first\nelectric\nmotor and the drive\nwheel cannot be\nconnected.\n[Claim 6] The energy management control device for a hybrid\nvehicle\nas\nrecited in claim 5,\nwherein\nthe second\nelectric\nmotor is an\nelectric\nmotor having a smaller\nelectrical\npower\ngeneration capability than the first\nelectric\nmotor, and\nthe energy management controller carries out power generation during travel by\nthe\nsecond\nelectric\nmotor, and carries out idle power generation by the first\nelectric\nmotor while\nstopping, at a time of the second fixed failure mode. | NaN | NaN | NaN | L'invention concerne un dispositif de commande de gestion d'énergie pour un véhicule hybride permettant de commander l'incidence d'un état dans lequel une démarrage en mode véhicule électrique (VE) n'est pas possible en raison d'un déficit de capacité de charge de batterie lorsqu'un embrayage en prise échoue. Vu que selon l'invention, lorsqu'un module de commande hybride (21) a déterminé que l'embrayage en prise (C1, C2, C3) a échoué dans un véhicule hybride qui démarre en mode VE à l'aide d'un premier générateur de moteur (MG1) en tant que source d'entraînement, le MG1 étant alimenté en électricité à partir d'une batterie haute puissance (3) lorsque le véhicule est démarré, une première carte de gestion d'énergie (EMMAP1) et une seconde carte de gestion d'énergie (EMMAP2) sont utilisées dans une commande de gestion d'énergie, la première carte de gestion d'énergie (EMMAP1) et la seconde carte de gestion d'énergie (EMMAP2) ayant une plage d'utilisation en SOC qui est plus grande que la plage d'utilisation en SOC de la carte de gestion d'énergie normale (EMMAPNO), qui est utilisée pendant un fonctionnement normal. | True |
| 255 | Patent 2518638 Summary - Canadian Patents Database | CA 2518638 | NaN | POWER SUPPLY FORVEHICLE | BLOC D'ALIMENTATION DESTINE A UN VEHICULE | NaN | TAMAKI, KENJI | 2012-09-25 | 2004-03-10 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | 17\nCLAIMS:\n1. A\nvehicle\nelectrical\npower supply apparatus installed in a\nvehicle\nincluding: an internal combustion engine, as a drive source, having a fuel\ninjection\ndevice; and an\nelectrical\nload, the\nvehicle\nelectrical\npower supply apparatus\ncomprising:\na\nbattery\nthat supplies\nelectrical\npower to the\nelectrical\nload;\nan alternating current generator that charges the\nbattery\nwith\nelectrical\npower and supplies\nelectrical\npower to the\nelectrical\nload;\nan interrupt device that interrupts the supply of\nelectrical\npower from\nthe alternating current generator to the\nbattery\nwhen a state of charge of the\nbattery\ndoes not attain a predetermined state; and\nan\nelectrical\npower supply device that supplies\nelectrical\npower output\nfrom the alternating current generator to the fuel injection device so as to\noperate the\nfuel injection device, wherein\nthe\nelectrical\npower supply device supplies\nelectrical\npower to the\nelectrical\nload when a revolution speed of the internal combustion engine is\nmaintained above a predetermined value for a period longer than a\npredetermined\ntime, and does not supply\nelectrical\npower to the\nelectrical\nload when the\nrevolution\nspeed of the internal combustion engine is maintained above the predetermined\nvalue\nfor a period shorter than the predetermined time.\n2. The\nvehicle\nelectrical\npower supply apparatus according to claim 1,\nfurther comprising a relay located between the\nbattery\nand the\nelectrical\nload\nto\ncontrol an\nelectrical\nconnection between the\nbattery\nand the\nelectrical\nload,\nwherein\nthe control device places the relay in an on-state when the revolution\nspeed of the internal combustion engine is maintained equal to or above a\npredetermined revolution speed for a period longer than a predetermined time.\n18\n3. The\nvehicle\nelectrical\npower supply apparatus according to claim 1,\nwherein the predetermined period is 110 ms.\n4. The\nvehicle\nelectrical\npower supply apparatus according to any one of\nclaims\n1, 2, and 3, further comprising a capacitor that accumulates\nelectrical\npower\noutput\nfrom the\nelectrical\npower supply device, and is connected to the\nbattery\n, the\nfuel\ninjection device, and the control device. | 2003-067991 | Japan | 2003-03-13 | L'invention concerne un bloc d'alimentation destiné à un véhicule, monté sur un véhicule comprenant un moteur à combustion interne présentant un éjecteur de carburant (26) en tant que source d'entraînement et des charges électriques (19, 70). Le bloc d'alimentation destiné à un véhicule comprend une batterie (16) destinée à fournir de la puissance aux charges électriques (19, 70), un alternateur (11) destiné à charger la batterie (16) à l'aide d'une puissance et destiné à fournir une puissance aux charges électriques (19, 70), ainsi qu'un bloc d'alimentation(12) destiné à alimenter l'éjecteur de carburant (26) en puissance de sortie provenant de l'alternateur (11) et à actionner l'éjecteur de carburant (26). | True |
| 256 | Patent 2252231 Summary - Canadian Patents Database | CA 2252231 | NaN | METHOD FOR MAINTAINING THE CHARGE CAPACITY OF TRACTIONBATTERYMODULES OF A HYBRIDELECTRICVEHICLE | METHODE DE MAINTIEN DE LA CAPACITE DE CHARGE DE MODULES D'ACCUMULATEUR DE TRACTION D'UN VEHICULE ELECTRIQUE HYBRIDE | NaN | HOFFMAN, DAVID WILLIAM, JR., GREWE, TIMOTHY MICHAEL | 2005-12-20 | 1998-10-29 | OSLER, HOSKIN & HARCOURT LLP | English | BAE SYSTEMS CONTROLS, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A method for maintaining the modules of\na traction\nbattery\nof a hybrid\nelectric\nvehicle\n, which\ntraction\nbattery\nis made up of a plurality of series-\nconnected modules, which\nvehicle\n, when operating, tends\nto charge said traction\nbattery\nat a rate which may at\ntime exceed the discharge rate for powering said\nvehicle\nso that said traction\nbattery\ntends to receive\na net charge, each of said modules of said traction\nbattery\nhaving a nominal voltage when fully charged,\nand each of said modules of said traction\nbattery\nhaving a characteristic which includes degradation when\novercharged, and which experiences a reduction of\ncharge capacity when discharged without prompt full\nrecharging, said method comprising the recurrent steps\nof:\nwhile said\nvehicle\nis not operating, and\nunder control of a programmed processor, fully charging\nat least one module of said traction\nbattery\n, but not\ncharging any of the remaining modules of said traction\nbattery\nsimultaneously with charging of said one module\nof said traction\nbattery\n:\nunder said control of said programmed\nprocessor, and after said step of fully charging said\nat least one module, intentionally partially\ndischarging said at least one module, but not said\nremaining modules, of said\nbattery\n; and operating said\nvehicle\nfor a period of time.\n2. A method according to claim 1, wherein\nsaid\nbattery\nis a lead-sulfuric-acid\nbattery\ncomprising\nplates, and said reduction of charge capacity results\nfrom at least one of sulfation of said plates of said\n-36-\nbattery\nand reduction in the specific gravity of said\nacid.\n3. A method according to claim 1, wherein\nsaid step of partially discharging said at least one\nmodule includes the steps of:\nprior to said step of fully charging,\ndetermining the charge state of said at least one\nmodule;\nstoring a representation of said charge\nstate in a temporary memory store; and\nwhile said\nvehicle\nis not operating,\ndischarging said at least one module until its charge\nstate equals the value of charge state stored in said\ntemporary memory store.\n4. A method according to claim 3, wherein a\nmeasure of said charge state is module voltage.\n5. A method according to claim 1, wherein\nsaid step of partially discharging said at least one\nmodule includes the steps of:\nprior to said step of fully charging,\ndetermining the charge state of said at least one\nmodule;\nstoring a representation of said charge\nstate in a temporary memory store;\nwhile said\nvehicle\nis not operating,\ndischarging said at least one module toward a charge\nstate which equals the value of charge state stored in\nsaid temporary memory store, and if said\nvehicle\nbegins\noperation before said charge state of said at least one\nmodule reaches said value of charge state stored in\nsaid temporary store, discharging said at least one\n-37-\nmodule toward a charge state which is near the average\ncharge state of said remaining modules.\n6. A method according to claim 5, wherein a\nmeasure of said charge state is module voltage.\n7. A method according to claim 1, further\ncomprising the steps of:\nimmediately ceasing said steps of fully\ncharging and partially discharging when said\nvehicle\nis\nplaced in operation, whereupon said at least one module\nmay be left in a state with more charge than prior to\ncommencement of said step of fully charging; and\nfollowing said step of immediately\nceasing, transferring energy from said at least one\nmodule to at least some of said remaining modules in a\nmanner which tends to equalize the charge state of said\nmodules.\n8. A method for maintaining the modules of\na traction\nbattery\nof a hybrid\nelectric\nvehicle\n, which\ntraction\nbattery\nis made up of a plurality of modules,\nwhich\nvehicle\n, when operating, tends to charge said\ntraction\nbattery\nat a rate which may at times exceed\nthe discharge rate for powering said\nvehicle\n, each of\nsaid modules of said traction\nbattery\nhaving a nominal\nvoltage when fully charged, and each of said modules of\nsaid traction\nbattery\nhaving a characteristic which\nincludes gassing when overcharged and which experiences\na reduction of charge capacity when discharged without\nprompt full recharging, said method comprising the\nrecurrent steps of:\nunder control of a programmed processor,\nselecting at least one module of said traction\nbattery\n,\n-38-\nbut not simultaneously selecting the remaining ones of\nthe modules of said traction\nbattery\n, for maintenance;\nwhile said\nvehicle\nis not operating, and\nunder control of said programmed processor, fully\ncharging the selected at least one module, but not\ncharging any of said remaining ones of said modules\nsimultaneously with said selected at least one module:\nunder control of said processor, and\nafter said step of fully charging, intentionally\npartially discharging said selected at least one\nmodule, but not said remaining modules, of said\nbattery\n; and\noperating said\nvehicle\nfor a period of\ntime.\n9. A method according to claim 8, wherein\nsaid selecting step includes the step of selecting as\none of said selected modules that module which has\noperated for the longest time without the benefit of\nsaid step of fully charging.\n10. A method for maintaining the modules of\na traction\nbattery\nof a hybrid\nelectric\nvehicle\n, which\ntraction\nbattery\nis made up of a plurality of series-\nconnected modules, which\nvehicle\n, when operating, tends\nto charge said traction\nbattery\nat a rate which may at\ntimes exceed the discharge rate for powering said\nvehicle\nso that said traction\nbattery\ntends to receive\na net charge, each of said modules of said traction\nbattery\nhaving a nominal voltage when fully charged,\nand each of said modules of said traction\nbattery\nhaving a characteristic which includes degradation when\novercharged, and which experiences a reduction of\ncharge capacity when discharged without prompt full\n-39-\nrecharging, said method comprising the recurrent steps\nof:\nwhile said\nvehicle\nis not operating, and\nunder control of a programmed processor, fully charging\none module of said traction\nbattery\n, but not charging\nat least some of the remaining modules of said traction\nbattery\nsimultaneously with charging of said one module\nof said traction\nbattery\n:\nunder said control of said programmed\nprocessor, and after said step of fully charging said\none module, intentionally partially discharging said\none module, but not said at least some of said\nremaining modules, of said\nbattery\n; and\noperating said\nvehicle\nfor a period of\ntime.\n11. A hybrid\nelectric\nvehicle\n, comprising:\na traction motor for driving said\nvehicle\nduring operation in response to a flow of\ncurrent;\na traction\nbattery\n, said traction\nbattery\nincluding a plurality of series-connected\ntraction\nbattery\nmodules, each of which has a charge\nlevel above which further charging may damage the\nmodule, and each of which tends to be damaged by\nprotracted periods of less than full charge;\na dynamic braking system for extracting\nenergy from said traction motor during braking:\nan auxiliary source of\nelectrical\nenergy;\nan energy controller coupled to said\ntraction motor, said traction\nbattery\n, said dynamic\nbraking system, and to said auxiliary source, for\ncontrollably discharging said traction\nbattery\nto said\n-40-\ntraction motor in order to drive said traction motor,\nfor controllably regenerating energy from said dynamic\nbraking system to said traction\nbattery\nduring braking,\nand for maintaining charge in said traction\nbattery\nby\nmeans including said auxiliary source, whereby said\nenergy controller tends to maintain said traction\nbattery\npartially charged so that charge current due to\nregenerative braking can be regenerated to said\ntraction\nbattery\nwithout damaging modules of said\ntraction\nbattery\n;\nan auxiliary\nbattery\n;\na programmed controller associated with\nsaid energy controller, for, while said\nvehicle\nis not\noperating, fully charging at least one module of said\ntraction\nbattery\n, but not charging any of the remaining\nmodules of said\nbattery\nat the same time as the full\ncharging of said at least one module, and for\nintentionally partially discharging said at least one\nmodule, but not said remaining modules, of said\nbattery\n.\n12. A method for maintaining the modules of\nan\nelectrical\nstorage\nbattery\n, which\nbattery\nis made up\nof a plurality of series-connected modules, each of\nsaid modules of said\nbattery\nhaving a characteristic\nwhich includes degradation when overcharged, and which\nexperiences a reduction of charge capacity when\ndischarged without prompt full recharging, said method\ncomprising the recurrent steps of:\nunder control of a programmed processor,\nfully charging at least one module of said\nbattery\n, but\nnot charging any of the remaining modules of said\nbattery\nsimultaneously with charging of said one module\nof said\nbattery\n:\n-41-\nunder said control of said programmed\nprocessor, and after said step of fully charging said\nat least one module, intentionally partially\ndischarging said at least one module, but not said\nremaining modules, of said\nbattery\n.\n-42- | 08/961,573 | United States of America | 1997-10-30 | Véhicule électrique hybride incluant une batterie de traction plomb-acide constituée d'une pluralité de modules reliés en série. Pendant le fonctionnement du véhicule, la batterie de traction est déchargée pour une accélération, et chargée par une alimentation auxiliaire. De manière souhaitable, la batterie de traction n'est pas totalement chargée lors du fonctionnement en début de journée, de sorte qu'une surcharge ne puisse pas se produire et que la batterie passe de longues périodes dans un état partiellement chargé. Dans l'état de charge partielle sur de longues périodes, la sulfatation peut réduire la capacité de stockage de charge de la batterie. Une procédure de maintenance a lieu lorsque le véhicule ne fonctionne pas, au cours de laquelle un ou plusieurs modules de la batterie de traction, mais pas l'ensemble des modules, sont totalement chargés, puis partiellement déchargés. La charge totale tend à réduire la sulfatation dans le module particulier en cours de maintenance, et la décharge partielle ramène son état de charge à l'état précédant la charge totale. Chacun des modules est enfin entretenu par une unité de commande programmée. L'énergie de charge provient d'une batterie auxiliaire, et l'énergie de décharge est renvoyée à la batterie auxiliaire de sorte que la perte nette d'énergie reste minime. Si la procédure de maintenance est interrompue avant la charge totale d'un module, ce module sera programmé pour la prochaine maintenance. Si la maintenance est interrompue avant la décharge partielle, la décharge partielle sera accomplie par égalisation de la tension des modules de batterie. | True |
| 257 | Patent 2281537 Summary - Canadian Patents Database | CA 2281537 | NaN | HYBRIDELECTRICVEHICLEAND PROPULSION SYSTEM | VEHICULE ELECTRIQUE HYBRIDE ET UN SYSTEME DE PROPULSION | NaN | OVSHINSKY, STANFORD R., STEMPEL, ROBERT C. | 2005-01-11 | 1998-11-20 | MACRAE & CO. | English | OVONIC BATTERY COMPANY, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY\nOR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A hybrid\nelectric\nvehicle\ndrive system, comprising:\na combustion engine;\nan\nelectric\nmotor; and\nat least one nickel-metal hydride\nbattery\nmodule providing\nelectric\npower to\nsaid\nelectric\nmotor, said at least one nickel-metal hydride\nbattery\nmodule having\nelectrodes\nwith a resistance effective to provide a peak power density in relation to an\nenergy\ndensity as defined by:\nP > 1,375 -15E, with P greater than 600 Watts/kilogram,\nwhere P is the peak power density as measured in Watts/kilogram and E is the\nenergy density as measured in Watt-hours/kilogram.\n2. The drive system of claim 1, further including means for connecting and\ndisconnecting said combustion engine and said\nelectric\nmotor in driving\nrelationship\nto said\nelectric\nvehicle\n.\n3. The drive system of claim 2, further including control means for operating\nsaid\nat least one nickel-metal hydride\nbattery\nmodule in a charge depleting mode.\n4. The drive system of claim 2, further including control means for operating\nsaid\nat least one nickel-metal hydride\nbattery\nmodule in a charge sustaining mode.\n5. The drive system of claim 1, wherein said energy density is at least 70\nWatt-\nhours/kilogram.\n6. The drive system of claim 1, further comprising a cooling system for\ncooling\nsaid at least one nickel-metal hydride\nbattery\nmodule.\n7. The drive system of claim 1, wherein said peak power density is greater\nthan\n700 Watts/kilogram.\n8. The drive system of claim 1, wherein said peak power density is at least\n1000\nWatts/kilogram.\n43\n9. The drive system of claim 1, wherein said at least one\nbattery\nmodule\nincludes\nnegative electrodes having porous metal substrates formed substantially of\ncopper.\n10. A hybrid\nelectric\nvehicle\nincorporating an integrated propulsion system,\ncomprising:\na power system comprising:\na combustion engine, and\nan\nelectric\nmotor; and\nat least one nickel-metal hydride\nbattery\nmodule coupled to said power system\nand providing\nelectric\npower to said\nelectric\nmotor, said at least one nickel-\nmetal\nhydride\nbattery\nmodule having electrodes with a resistance effective to\nprovide a peak\npower density in relation to an energy density as defined by:\nP > 1,375 -15E, with P greater than 600 Watts/kilogram,\nwhere P is the peak power density as measured in Watts/kilogram and E is the\nenergy density as measured in Watt-hours/kilogram.\n11. The hybrid\nelectric\nvehicle\nof claim 10, further comprising:\na regenerative braking system providing charging current for said at least one\nnickel-metal hydride\nbattery\nmodule.\n12. The hybrid\nelectric\nvehicle\nof claim 10, further comprising a cooling\nsystem for\ncooling said at least one nickel-metal hydride\nbattery\nmodule.\n13. The hybrid\nelectric\nvehicle\nof claim 10, wherein said peak power density\nis\ngreater than 700 Watts/kilogram.\n14. The hybrid\nelectric\nvehicle\nof claim 10, wherein said energy density is at\nleast\n70 Watt-hours/kilogram.\n15. The hybrid\nelectric\nvehicle\nof claim 10, wherein said peak power density\nis at\nleast 1000 Watts/kilogram.\n44 | 979,340 | United States of America | 1997-11-24 | Cette invention se rapporte à un système d'entraînement de véhicule électrique hybride, comprenant un moteur à combustion (79), un moteur électrique (76) et au moins un module (75) de batterie hybride nickel-métal constituant une source de puissance destinée à fournir l'énergie électrique au moteur électrique (76). Le ou les modules de batterie hybride nickel-métal comportent une densité de puissance crête, par rapport à la densité d'énergie, définie par la relation: P > 1420 - 16E, où P représente la densité de puissance crête mesurée en Watts/kilogramme et E représente la densité d'énergie mesurée en Watt-heures/kilogramme. | True |
| 258 | Patent 2693536 Summary - Canadian Patents Database | CA 2693536 | NaN | PARALLEL HYBRID DRIVE SYSTEM UTILIZING POWER TAKE OFF CONNECTION AS TRANSFER FOR A SECONDARY ENERGY SOURCE | SYSTEME D'ENTRAINEMENT HYBRIDE PARALLELE UTILISANT UNE CONNEXION DE PRISE DE FORCE COMME TRANSFERT POUR SOURCE D'ENERGIE SECONDAIRE | NaN | AMBROSIO, JOSEPH MARIO | 2016-01-26 | 2008-07-10 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | POWER TECHNOLOGY HOLDINGS, LLC | 13\nWe Claim:\n1. A parallel hybrid drive system for use in a\nvehicle\n, the\nvehicle\ncomprising\nan internal combustion engine connected through a transmission to drive wheels\nof the\nvehicle\n, said transmission having a power take off (PTO) and a PTO output\ngear, the\nparallel hybrid drive comprising:\nan\nelectric\nmotor, an energy storage system and a\nvehicle\nmonitoring and\ncontrol\nsystem (VMCS); and\nwherein said\nelectric\nmotor is connected through a short drive shaft to said\nPTO\nfor bi-directional power flow, the\nelectric\nmotor being coupled to an\nauxiliary device, the\nauxiliary device being for transmitting fluid, the auxiliary device being\nattached to the\nshort drive shaft, the short drive shaft being provided as a through shaft,\nsaid energy\nstorage system connected to said\nelectric\nmotor for providing and receiving\nelectric\npower to and from the\nelectric\nmotor, the VMCS having a first, accelerating\nmode for\ndelivering the\nelectric\npower from said energy storage system to said\nelectric\nmotor to\nprovide mechanical power through the PTO to said transmission for\nsupplementing the\nmechanical power from the engine to said wheels of said\nvehicle\nand a second,\ndeceleration mode for having said\nelectric\nmotor receive the mechanical power\nfrom the\ntransmission through said PTO while acting as a generator to provide\nregenerative\nbraking and recharging said energy storage system when said engine is not\ndelivering\npower to said wheels, wherein the auxiliary device can be powered by rotation\nof the\ndrive shaft by the\nelectric\nmotor or by the PTO.\n2. The parallel hybrid drive system as in claim 1, wherein the auxiliary\ndevice\nis selected from the group consisting of a hydraulic pump, an air compressor\nand a\nmounted accessory.\n3. The parallel hybrid drive system of claim 1 in which said PTO is\nconnected\nto a PTO output gear in said transmission.\n14\n4. The parallel hybrid drive system of claim 1 wherein the energy storage\nsystem comprises a\nbattery\npack, a\nbattery\ncharger for charging said\nbattery\npack using\nan outside\nelectric\npower source, and a\nbattery\nmanagement system.\n5. The parallel hybrid drive system of claim 1 wherein said\nelectric\nmotor\nhas\nan auxiliary power take off.\n6. The parallel hybrid drive system of claim 5 wherein said auxiliary power\ntake of is disengaged when said VMCS is in said first, accelerating mode.\n7. The parallel hybrid drive system of claim 6 wherein the auxiliary power\ntake off is connected to the PTO output gear in said transmission and said\nVMCS\nincludes a dampening function to reduce vibration and gear backlash in said\nPTO when\nengaging either mode, said dampening function monitoring the velocity of said\nelectric\nmotor and said PTO output gear and adjusting the velocity of the\nelectric\nmotor, thereby\ncreating a closed-loop feedback loop to ensure smooth and efficient operation\nof the\nvehicle\n.\n8. The parallel hybrid drive system of claim 7 in which said\nelectric\nmotor\nis a\npermanent magnet motor providing additional torque during said first,\naccelerating\nmode and more regenerative power in said second, deceleration mode.\n9. The parallel hybrid drive system of claim 1 wherein the VMCS monitors\naccelerator pedal position, engine throttle position,\nbattery\nvoltage,\nvehicle\nspeed, and\ntorque request to determine amount and frequency of power being applied to\nsaid PTO\nfor maintaining\nvehicle\ndriveability and optimize overall efficiency.\n10. The parallel hybrid drive system of claim 9, further comprising a high\nvoltage DC connection center between said energy storage system and an\ninverter for\nsaid\nelectric\nmotor for controlling\nelectric\npower flow between said energy\nstorage\nsystem and said\nelectric\nmotor.\n15\n11. The parallel hybrid drive system of claim 10, wherein said VMCS has a\nthird park/neutral mode wherein said\nelectric\nmotor recharges said\nbattery\npack using\npower provided by the PTO; or wherein the VMCS has a third park/neutral mode\nwherein the\nelectric\nmotor recharges the\nbattery\npack using power provided by\nthe PTO\nwhile also operating the auxiliary device.\n12. The parallel hybrid drive system of claim 11, wherein said VMCS has a\nfourth, all-\nelectric\nstationary mode with said engine shut down, wherein said\nelectric\nmotor operates said auxiliary power take off in the all-\nelectric\nstationary\nmode.\n13. A method of making a\nvehicle\nwith a parallel hybrid drive system, the\nvehicle\ncomprising an internal combustion engine connected through a\ntransmission to\ndrive wheels of said\nvehicle\n, said transmission having a power take off (PTO),\nthe\nmethod comprising the steps of:\nconnecting the parallel hybrid drive system to the\nvehicle\n, said parallel\nhybrid\ndrive system comprising an\nelectric\nmotor, an energy storage system, and a\nvehicle\nmonitoring and control system (VMCS);\nthe\nelectric\nmotor connecting to the PTO via a bi-directional power flow\nthrough\nshaft, and an auxiliary device for transmitting fluids being coupled to the bi-\ndirectional\npower flow through shaft, the PTO also being attached to the transmission; and\nsaid VMCS controlling said parallel hybrid drive system to use the\nelectric\nmotor\nto supplement drive power to said wheels of said\nvehicle\nthrough the PTO and\nprovide\nregenerative braking through the PTO, when said engine of the\nvehicle\nis not\ndelivering\npower to said drive wheels, whereby said energy storage system in the parallel\nhybrid\ndrive system is recharged by the regenerative braking,\nwherein the auxiliary device can be powered by rotation of the\nelectric\nmotor\npowered by the\nbattery\nand can be powered by rotation of the PTO.\n14. The method of claim 13 including the step of connecting said PTO to a\ntorque converter in said transmission.\n16\n15. The method of claim 13 including the step of recharging said energy\nstorage system using an outside\nelectric\npower source.\n16. The method of claim 15 including the step of withdrawing auxiliary\npower\nfrom said\nelectric\nmotor when said\nelectric\nmotor is recharging said energy\nstorage\nsystem.\n17. The method of claim 16 including the step of disengaging said auxiliary\npower take off when said\nelectric\nmotor is delivering shaft power to said\ntransmission\nthrough the PTO.\n18. The method of claim 17 in which said VMCS uses a dampening function to\nreduce vibration in said PTO when switching between supplemental drive power\nand\nregenerative braking.\n19. The method of claim 18 in which said VMCS monitors accelerator pedal\nposition, engine throttle position,\nbattery\nvoltage,\nvehicle\nspeed, and torque\nrequest to\ndetermine amount and frequency of power being applied to said PTO for\nmaintaining\nvehicle\ndrivability and optimize overall efficiency.\n20. The method of claim 19 in which said parallel hybrid drive system uses\na\nhigh voltage DC connection center between said energy storage system and an\ninverter\nfor said\nelectric\nmotor for controlling\nelectric\npower flow between said\nenergy storage\nsystem and said\nelectric\nmotor.\n21. The method of claim 20 in which said\nelectric\nmotor recharges said\nenergy\nstorage system during park or neutral position of said transmission.\n17\n22. The method of claim 19, wherein said VMCS provides a method for tuning\nthe amount of power provided for launch assist and regenerative braking power\napplied\nin the forward and/or reverse direction, wherein further said VMCS has a\ntuning chart\nfor the setting provided for each gear, said settings including pedal position\nvs. positive\nor negative torque applied,\nbattery\nvoltage vs torque provided, torque\nprovided vs. state\nof charge (SOC), and driver inputs including system disable.\n23. The method of claim 19, wherein said parallel hybrid drive system\nshifts\nthrough each gear, the transmission providing a signal over a\nvehicle\ndata\nnetwork to\nsaid VMCS in order to provide advanced notice of a shift event, wherein\nfurther based\nupon this information and the pedal position, said VMCS increase or decrease\nthe\npower provided to said\nelectric\nmotor, allowing for smoother and more\nefficient shifting,\nhereby enhancing the\nvehicle\nride and reducing fuel consumption.\n24. The method as in claim 19 wherein said VMCS also further interfaces\nwith\nan original equipment manufacturers (OEM)\nvehicle\ndata system in order to\neliminate or\nreduce regenerative braking based on anti-lock or traction control events. | 60/959,181 | United States of America | 2007-07-12 | L'invention concerne système de véhicule hybride parallèle utilisant la connexion de prise de force d'une transmission automatique comme orifice de transfert pour dispositif secondaire, pour modes d'entraînement et fonctionnement stationnaire. Le dispositif secondaire est un moteur électrique alimenté en courant par une batterie fournissant une puissance motrice ou par freinage par récupération en mode d'entraînement ou fournissant une puissance à des accessoires montés typiquement sur un PTO habituel à l'état stationnaire. | True |
| 259 | Patent 2604457 Summary - Canadian Patents Database | CA 2604457 | NaN | LEAD-FREEBATTERYANDVEHICLESYSTEM USING LEAD-FREEBATTERY | BATTERIE SANS PLOMB ET SYSTEME DE VEHICULE Y FAISANT APPEL | NaN | MORI, YUKINOBU | 2010-10-19 | 2006-12-20 | KIRBY EADES GALE BAKER | English | MORI, YUKINOBU | What is claimed is:\n1. A lead-free\nbattery\ncomprising:\nan anode formed of a mixture of calcium, silver oxide, and carbon;\na cathode formed of a mixture of zinc and carbon;\nwherein lead is not used in the anode or in the cathode;\na separator disposed between the anode and the cathode for selectively\nallowing passage of hydroxide ions; and\nan aqueous alkaline solution provided between the anode and the cathode as an\nelectrolyte solution; and\nwherein the\nbattery\ndoes not contain sulfuric acid.\n2. A lead-free\nbattery\naccording to Claim 1, wherein (a) the anode comprises a\nmesh-\nshaped cupronickel electrode base material, and an anode paste material formed\nby\nmixing calcium, silver oxide, and carbon after introducing a binder, the paste\nmaterial\nbeing applied to the electrode base material and dried; and wherein (b) the\ncathode\ncomprises a mesh-shaped zinc plate electrode base material, and a cathode\npaste material\nformed by mixing zinc and carbon after introducing a binder, the paste\nmaterial being\napplied to the electrode base material and dried.\n3. A lead-free\nbattery\naccording to either Claim 1 or Claim 2, wherein the\nproportions of\ncalcium, silver oxide, and carbon mixed for the anode at least fall within the\nranges\n40-60 weight-% calcium, 20-30 weight-% silver oxide, and 10-40 weight-%\ncarbon.\n4. A lead-free\nbattery\naccording to either Claim 1 or Claim 2, wherein the\nproportions of\nzinc and carbon mixed for the cathode at least fall within the ranges 60-90\nweight-% zinc,\nand 10-40 weight-% carbon.\n5. A\nvehicle\nsystem employing the lead-free\nbattery\naccording to Claim 1, the\nvehicle\nsystem comprising:\n24\n(a) a cell having a plurality of the anodes and the cathodes arranged\nalternately,\nwith both surfaces of the anodes and the cathodes opposing surfaces of the\nother through\nseparators interposed therebetween in order to increase the capacity of the\ncell:\n(b) a first and a second\nbattery\npacks comprising a plurality of the cells of\na\nprescribed capacity connected in series for outputting a prescribed DC\nvoltage;\n(c) in-wheel generators comprising rotors fixed to a wheel disc of each wheel\non a\nvehicle\n, and stators fixed in axle bearings for each wheel so that at least\npart of the rotors\nand stators are accommodated in a space enclosed by the wheel discs and rims\nof the\nwheels, thus the in-wheel generators functioning to output power when the\nwheels rotate\nas the\nvehicle\nmoves;\n(d) an\nelectric\nmotor for driving the\nvehicle\nwith\nelectric\npower;\n(e) a charging/discharging switch device capable of switching between (i) a\nfirst\nmode named as first-\nbattery\n-discharging / second-\nbattery\n-charging mode in\nwhich an\nelectrode terminal of the first\nbattery\npack is connected to an input terminal\nof the\nelectric\nmotor according to an ON signal and an electrode terminal of the second\nbattery\npack is\nconnected to the in-wheel generators according to an ON signal, and (ii) a\nsecond mode\nnamed as second-\nbattery\n-discharging / first-\nbattery\n-charging mode in which an\nelectrode\nterminal of the second\nbattery\npack is connected to an input terminal of the\nelectric\nmotor\naccording to an ON signal and an electrode terminal of the first\nbattery\npack\nis connected\nto the in-wheel generators according to an ON signal; and\n(f) a switch controller configured of a computer comprising mode switching\nmeans (i) for measuring the amount of power consumption in each of the first\nand the\nsecond\nbattery\npacks, (ii) for accumulating the results in memory, and (iii)\nfor\nautomatically transmitting control signals to a set of\nelectric\nswitches in\nthe\ncharging/discharging switch device to switch\nbattery\npacks when a\nbattery\nlevel of one\nbattery\npack drops below a prescribed level stored in memory.\n6. A\nvehicle\nsystem according to Claim 5, wherein (a) each of the anodes in\nthe cells\ncomprises a mesh-shaped cupronickel electrode base material having a\nprescribed volume\nand dimensions, and an anode paste material formed by mixing calcium, silver\noxide, and\ncarbon at prescribed proportions after introducing a binder, the paste\nmaterial being\napplied to the electrode base material and dried; and wherein (b) each of the\ncathodes in\nthe cells comprises a mesh-shaped zinc plate electrode base material having\nthe same\nvolume and dimensions as the anodes, and a cathode paste material formed by\nmixing\nzinc and carbon at prescribed proportions after introducing a binder, the\npaste material\nbeing applied to the electrode base material and dried.\n7. A\nvehicle\nsystem according to Claim 5, wherein the prescribed proportions\nof calcium,\nsilver oxide, and carbon mixed for the anode paste material at least fall\nwithin the ranges\n40-60 weight-% calcium, 20-30 weight-% silver oxide, and 10-40 weight-%\ncarbon; and\nthe prescribed proportions of zinc and carbon mixed for the cathode paste\nmaterial at least\nfall within the ranges 60-90 weight-% zinc, and 10-40 weight-% carbon.\n8. A\nvehicle\nsystem according to Claim 5, wherein the switch controller\ncomprises\ngenerator separating means for constantly monitoring the output voltages of\nthe\nconnected\nbattery\npack and the in-wheel generators, and for transmitting a\nswitch (OFF)\nsignal to all\nelectric\nswitches for output terminals of the in-wheel\ngenerators when the\nvoltages of the in-wheel generators drop below that of the\nbattery\npack.\n9. A\nvehicle\nsystem according to Claim 5, further comprising (a) a third\nelectrical\nstorage\ndevice disposed on the charging/discharging switch device along with the first\nand the\nsecond\nbattery\npacks, the third\nelectrical\nstorage device being a capacitor\npart that\ncomprises n double-layer capacitors, with n being an integer, (b) a charge-\nswitching\ncontrol circuit for sequentially charging each of the n double-layer\ncapacitors at\nprescribed intervals using the inputted power, and (c) a discharge-switching\ncontrol\ncircuit for sequentially discharging the n double-layer capacitors;\nwherein the switch controller comprises capacitor discharging means for\ndetecting\nwhen the\nvehicle\nbegins moving and, upon detecting this movement, for\ntransmitting a\ncontrol signal to connect the capacitor part to the\nelectric\nmotor of the\nvehicle\nin order\nthat the\nelectric\nmotor is supplied with a large current required for starting\nthe\nvehicle\nin\nmotion.\n26 | 2005-380485 | Japan | 2005-12-28 | L'invention concerne un accumulateur haute performance à grande capacité, lequel ne contient pas de substance polluante telle que du plomb dans une plaque d'électrode ou de l'acide sulfurique dans un électrolyte. Il est également possible d'obtenir un système de véhicule qui met en oeuvre une batterie sans plomb présentant une meilleure performance et possédant une capacité plus élevée qu'une batterie à plomb, sans mettre en oeuvre du plomb ou de l'acide sulfurique, lesquels sont polluants, cette batterie ayant de meilleures caractéristiques de charge/décharge haute vitesse qu'une batterie à plomb, ce qui permet un trajet longue distance par chargement extérieur en une seule fois. Plus spécifiquement, l'invention concerne une batterie secondaire qui comprend: une anode possédant une électrode contenant du calcium, de l'oxyde d'argent et du carbone, une cathode possédant une électrode contenant du zinc et du carbone et une solution aqueuse alcaline en tant qu'électrolyte. Grâce à l'utilisation de cette batterie sans plomb, on obtient un système de véhicule comprenant un premier et un second bloc-batterie, une génératrice-roue fixée à une roue, un moteur destiné à fournir de la puissance au véhicule et un dispositif de commutation de charge/décharge possédant une unité de commande permettant la commutation automatique entre le premier et le second bloc-batterie. | True |
| 260 | Patent 2286726 Summary - Canadian Patents Database | CA 2286726 | NaN | VEHICLESAFETY SYSTEM | SYSTEME DE SECURITE POUR VEHICULE AUTOMOBILE | NaN | HAGAN, WILLARD F., ZOLLINGER, LINDSAY P., COLEMAN, DANIEL E., ADKISSON, RICK A., RILEY, MICHAEL C., MEISTER, JACK B. | 2004-05-25 | 1998-09-16 | BORDEN LADNER GERVAIS LLP | English | AM - SAFE INCORPORATED | 24\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY\nOR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A restraint system for protecting\nvehicle\npassengers during a crash event\ncomprising:\n(a) a\nvehicle\nseat including a substructure frame attached to the\nvehicle\n;\n(b) a safety belt having a first non-extensible part and a second extensible\npart, wherein\none end of each belt part is attached to the\nvehicle\nseat sub-structure for\nextension from the\npoints of attachment to the substructure frame across a passenger's lap;\n(c) fastening structures on ends of the belt parts nonattached to the\nsubstructure for\nuniting the parts over the passenger's lap;\n(d) an inflatable member mounted on the non-extensible part of the belt on\nthat side\nfacing away from the passenger's lap;\n(e) belt position orienting means operatively associated with the non-\nextensible belt part\nfor maintaining the inflatable member mounted thereon facing away from the\npassenger's lap;\n(f) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(g) an\nelectrical\nswitching combination contained in the belt part fastening\nstructures that\npermit activation of the inflatable member only when the inflatable member is\npositioned facing\naway from the passenger's lap;\n(h) a source of inflating gas operably joined to the inflatable member;\n(i) a crash event sensor, and\n(j) system electronics mounted on the seat substructure frame for\nelectrically\ninterconnecting the crash event sensor. the source of inflating gas, the\nbattery\npower supply and\nthe\nelectrical\nswitching combination.\n2. A\nvehicle\nrestraint system for protecting\nvehicle\npassengers during a crash\nevent\ncomprising:\n(a) a\nvehicle\nseat including a substructure frame attached to the\nvehicle\n;\n(b) a safety belt having a first non-extensible and a second extensible part,\neach attached\nat one end to the\nvehicle\nseat substructure frame and across a passenger's\nlap;\n(c) fastening structures on ends of the belt parts nonattached to the\nsubstructure for\nuniting the parts about the passenger's lap;\n25\n(d) an\nelectrical\nswitching combination contained in the belt part fastening\nstructures;\n(e) an inflatable member attached to the belt;\n(f) a source of inflating gas operably joined to the inflatable member;\n(g) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(h) a crash event sensor;\n(i) system electronics\nelectrically\ninterconnecting the crash event sensor,\nthe source of\ninflating gas and the\nbattery\npower supply and regulating the supply of power\nfrom the\nbattery\nto\nthe event sensor to discrete pulses of preselected duration.\n3. A\nvehicle\nrestraint system as defined in claim 1 or 2 wherein the system\nelectronics, is contained within a radiant energy shielding housing supported\nby the\nvehicle\nseat\nframe.\n4. A\nvehicle\nrestraint system as defined in claim 1 wherein the system\nelectronics\nincludes switching means connected between the system\nbattery\npower supply and\nthe source of\ninflating gas for rendering the system electronics operable when it is mounted\non the substructure\nframe.\n5. A\nvehicle\nrestraint system as defined in claim 4 wherein a switching means\noperator separate from the switching means is supported by the seat frame in\nposition for\nactivating the system electronics when the electronics are mounted on the seat\nframe.\n6. A\nvehicle\nrestraint system as defined in claim 1 wherein the\nelectrical\nswitching\ncombination in the belt fastening structures comprises at least one reed\nswitch mounted on one\nbelt part and a reed switch operator mounted on the other belt part.\n7. A\nvehicle\nrestraint system as defined in claim 6 wherein the restraint\nsystem\nincludes an extra belt part for disabling connected between the reed switch\nand the reed switch\noperator attached to the extensible and non-extensible belt parts, the system\nelectronics.\n26\nA\nvehicle\nrestraint system as defined in claim 6 wherein the reed switch\noperator\nis a magnet.\n9. A\nvehicle\nrestraint system as defined in claim 6 wherein: the fastening\nstructures\ninclude a coupling tang and a buckle and the reed switch is mounted on the\ncoupling tang\nsecured to the end of the first belt part and the reed switch operator is\ncarned in the buckle\nsecured to the end of the second belt part.\n10. A\nvehicle\nrestraint system as defined in claim 6 wherein at least two reed\nswitches\nare mounted on the one belt part.\n11. A\nvehicle\nrestraint system as defined in claim 1 wherein the source of\ninflating\ngas and the system electronics include structure for enabling introduction of\ngas into the\ninflatable member at predetermined controlled rates.\n12. A\nvehicle\nrestraint system as defined in claim 1 wherein the restraint\nsystem\nbattery\npower supply comprises at least two individual\nbatteries\nconnected for\nproviding the\nsystem electronics with at least two levels of voltage.\n13. A system as defined in claim 12 in which the\nbatteries\nare connected in\nseries.\n14. A\nvehicle\nrestraint system as defined in claim 1 wherein multiple sources\nof\ninflating gas are provided and the system electronics includes a firing\nprogram for effecting\nrelease of gas into the inflatable member in a preselected manner.\n15. A\nvehicle\nrestraint system as defined in claim 1 wherein the belt position\norienting means comprises a torsion resisting element which is attached to the\nnonextensible belt\npart carrying the inflatable member.\n16. A\nvehicle\nrestraint system as defined in claim 15 wherein the belt\nposition\norienting means is a gas supply tube shaped for maintaining the belt part in\nposition with the\ninflatable member facing away from the user's lap.\n27\n17. A\nvehicle\nrestraint system as defined in claim 15 wherein the torsion\nresisting\nelement is a substantially flat strap.\n18. A\nvehicle\nrestraint system as defined in claim 1 wherein the fastening\nstructures\non the ends of the belt parts non-attached to the substructure include\nphysical means permitting\nconnection therebetween only when the inflatable member is facing away from\nthe passenger's\nlap.\n19. A\nvehicle\nrestraint system as defined in claim 18 wherein the physical\nmeans\ncomprises an extension on one fastening structure for reception into a\nposition orienting opening\non the other fastening structure.\n20. A\nvehicle\nrestraint system as defined in claim 1 wherein belt position\norienting\nmeans comprise the\nelectrical\nswitch combination contained in the belt part\nfastening structures.\n21. A\nvehicle\nrestraint system as defined in claim 1 wherein the crash event\nsensor is\nan accelerometer for generating a crash event output signal proportional to\nthe rate of change in\nvehicle\nspeed\n22. A\nvehicle\nrestraint system as defined in claim 21 wherein the\naccelerometer\nincorporates a Hall effect device.\n23. A\nvehicle\nrestraint system as defined in claim 21 in which the\naccelerometer\nproduces a signal only in response to changes in speed occurring along a\nsingle axis substantially\nparallel to the path of travel of the\nvehicle\n.\n24. A\nvehicle\nrestraint system as defined in claim 21 in which at least two\naccelerometers are used for producing the crash event output signal.\n25. A\nvehicle\nrestraint system as defined in claim 1 in which the system\nelectronics\ninclude a gas firing circuit and a separate system control circuit.\n28\n26. A\nvehicle\nrestraint system as defined in claim 25 in which the gas firing\ncircuit\nand the system control circuit operate at different voltages received from the\nbattery\npower\nsupply.\n27. A\nvehicle\nrestraint system as defined in claim 2 wherein the system\nelectronics\nincludes a microprocessor that is programmed to poll the crash event sensor,\nrecognize a crash\nevent and initiate deployment of the inflatable member.\n28. A\nvehicle\nrestraint system as defined in claim 2 in which the system\nelectronics\ninclude a gas firing circuit and a separate system control circuit.\n29. An apparatus for controlling the operation of passive\nvehicle\npassenger\nrestraint\nsystems utilizing an inflatable cushion and a source of inflating gas, the\napparatus comprising:\n(a) a sensor responsible for transmission of a signal output reflecting the\noccurrence of a\ncrash event;\n(b) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(c) system electronics\nelectrically\ninterconnecting the crash event sensor and\nthe\nbattery\npower supply, which system electronics includes logic means programmed for\nregulating the\nsupply of power from\nbattery\nto the event sensor to discrete pulses of\npreselected duration; and\n(d) a housing enclosing at least the sensor,\nbattery\npower supply and system\nelectronics\nfor shielding out radiant energy.\n30. An apparatus as define in claim 29 wherein the system electronics includes\na\nmicroprocessor and an oscillator circuit connected for providing a timed\nenergizing pulse to the\nsensor.\n31. An apparatus as defined in claim 30 wherein a source of inflating gas is\nlocated\nwithin the radiant energy shielding housing.\n29\n32. An apparatus as defined in claim 29 wherein switching means is operably\nconnected between the system\nbattery\npower supply and the source of inflating\ngas, for rendering\nthe gas source inoperative when desired.\n33. A\nvehicle\nsafety restraint system for passenger protection during a\nvehicle\ncrash\nevent comprising: (a) an inflatable body restraint member extendable across a\nuser's body (b) a\nsource of inflating gas operatively connected to the body restraint member;\n(c) a crash event\nsensor to initiate inflation of the body restraint member; (d) a restraint\nsystem\nbattery\npower\nsupply which is independent of any other\nvehicle\npower source; and (e) power\nsupply control\nelements operably connected between the\nbattery\npower supply and the event\nsensor, whereby\npower is pulsed from the\nbattery\npower supply to the event sensor to sample\nthe condition\nthereof at preselected discrete intervals.\n34. A restraint system as defined in claim 33 wherein a safety switch is\nelectrically\nconnected to the\nbattery\npower supply for selectively controlling its\nconnection to the remainder\nof the power supply control elements.\n35. A restraint system as defined in claim 33 or claim 34 wherein the power\nsupply\ncontrol elements for pulsing power to the sensing means comprise a\nmicroprocessor.\n36. A restraint system as defined in claim 33 wherein the event sensor\ncomprises a\nHall effect device.\n37. A restraint system as defined in claim 33 wherein the inflatable body\nrestraint\nmember comprises: a first, nonextensible belt part having an inflatable bag\nmounted thereon for\nexpansion in the direction away from a user's body.\n38. A restraint system as defined in claim 37 wherein the first belt part\nincludes a belt\nposition orienting element for orienting a preselected side of the first belt\naway from the user's\nbody.\n39. A restraint system as defined in claim 38 wherein the first belt part\nposition\norienting element comprises a torsion resisting element that maintains an\ninitial, preferred first\nbelt part orientation.\n30\n40. A restraint system as defined in claim 39 wherein the torsion resisting\nelement\nextends substantially the entire length of the first belt part.\n41. A restraint system as defined in claim 37 wherein the first belt part has\ntwo ends,\none end being attached to selected substructure and the second end having a\ntang for connecting\nto a buckle, whereby the first belt part is secured at both ends over the lap\nof the user's body.\n42. A restraining system as provided in claim 41 comprising a second belt part\nhaving two ends, one end being attached to selected substructure, and a buckle\nattached to the\nsecond belt part for releasable engagement with the first belt part tang, the\nsecond belt part being\nadjustable in length.\n43. A restraint system as defined in claim 42 which includes an\nelectrical\nswitching\ncombination in the tang and buckle which activates the safety restraint system\nwhen the tang and\nbuckle are mutually engaged with the inflatable bag away from the user's body.\n44. A restraint system as defined in claim 43 wherein the\nelectrical\nswitching\ncombination comprises a reed switch and a magnet.\n45. A restraint system as defined in claim 44 wherein the reed switch is\nmounted on\nthe tang and the magnet is mounted on the buckle.\n46. In a\nvehicle\nsafety restraint system having an inflatable member attached\nto a\nsafety belt. a source of gas, a crash event sensor and a source of\nbattery\npower that is\nindependent of any other\nvehicle\npower source, the combination comprising:\nelectronic control\nmeans operably connecting the\nbattery\npower source to the crash event sensor\nfor regulating the\nsupply of power from the source to the sensor into discrete pulses of\npreselected duration.\n31\n47. In a process for operating a\nvehicle\nsafety restraint system having an\nairbag, a\nbattery\npower source which is independent of any other\nvehicle\npower source\nand a crash event\nsensor, the steps comprising:\n(a) providing a microprocessor programmed to control system operation, wherein\nthe\nmicroprocessor:\n(i) applies power to the sensor for a time effecting stabilization thereof;\n(ii) energizes the sensor with a discrete power input to determine the\ncondition of the\nsensor;\n(iii) powers down the system when no crash event is sensed and powers up the\nsystem\nwhen a crash event is sensed; and\n(iv) cyclically repeats the energizing and powering down of the sensor for as\nlong as no\ncrash event is sensed.\n48. A process as defined in claim 47 wherein the microprocessor continues\nenergizing\nthe crash event sensor when it identifies a crash event.\n49. A process as defined in claim 48 wherein the airbag is deployed after the\nevent is\nidentified.\n50. A restraint system for protecting\nvehicle\npassengers during a crash event\ncomprising:\n(a) a\nvehicle\nseat including a substructure frame attached to the\nvehicle\n;\n(b) a safety belt having a first non-extensible part and a second extensible\npart, wherein\none end of each belt part is attached to the\nvehicle\nseat sub-structure frame\nfor extension from\nthe points of attachment to the sub-structure frame across a passenger's lap;\n(c) a substantially flat stiffening element extending substantially the entire\nlength of the\nnon-extensible belt part for establishing a substantially fixed orientation of\nthe belt part with\nrespect to the passenger's lap;\n(d) an inflatable member mounted on the non-extensible part of the belt on\nthat side\nfacing away from the passenger's lap;\n32\n(e) a belt position orienting means operatively associated with the non-\nextensible belt part\nfor maintaining the inflatable member mounted thereon facing away from the\npassenger's lap;\n(f) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(g) an\nelectrical\nswitching combination contained in the belt part fastening\nstructures that\npermit activation of the inflatable member only when the inflatable member is\npositioned facing\naway from the passenger's lap;\n(h) a source of inflating gas operably joined to the inflatable member;\n(i) a crash event sensor; and\n(j) system electronics mounted on the seat substructure frame for\nelectrically\ninterconnecting the crash event sensor, the source of inflating gas, the\nbattery\npower supply and\nthe\nelectrical\nswitching combination.\n51. An apparatus for controlling the operation of passive\nvehicle\npassenger\nrestraint\nsystems utilizing an inflatable cushion and a source of inflating gas, the\napparatus comprising:\n(a) a sensor responsible for transmission of a signal output reflecting the\noccurrence of a\ncrash event;\n(b) a restraint system\nbattery\npower supply which is independent of any other\nvehicle\npower source;\n(c) system electronics including (i) a microprocessor. (ii) and an oscillator\nand a firing\ncircuit connected to the microprocessor, whereby discrete pulses of\npreselected duration are\nsupplied to the event sensor; and\n(d) a housing enclosing at least the sensor.\nbattery\npower supply and system\nelectronics\nfor shielding out radiant energy. | 60/059,430 | United States of America | 1997-09-22 | Système de sécurité conçu pour les passagers d'un véhicule automobile, illustré par la figure et utilisable lorsqu'une source d'énergie indépendante est nécessaire. Ce système comporte des éléments coopérants: une source d'énergie indépendante (11), une ceinture de sécurité (26, 27) servant à retenir un passager, des capteurs (12) en cas d'accident, une structure (116) servant à orienter la ceinture de sécurité, une source (15, 16) de gaz de gonflage et, dans le mode de réalisation préféré, une électronique programmée commandant le fonctionnement du système de sécurité et prolongeant la durée de vie utile de la source d'énergie indépendante. | True |
| 261 | Patent 3099183 Summary - Canadian Patents Database | CA 3099183 | NaN | BATTERYCHARGING CONTROL METHODS,ELECTRICVEHICLECHARGING METHODS,BATTERYCHARGING APPARATUSES AND RECHARGEABLEBATTERYSYSTEMS | PROCEDES DE CONTROLE DE CHARGE DE BATTERIE, PROCEDES DE CHARGE DE VEHICULE ELECTRIQUE, APPAREILS DE CHARGE DE BATTERIE ET SYSTEMES DE BATTERIE RECHARGEABLE | NaN | TUFFNER, FRANCIS K., KINTNER-MEYER, MICHAEL C. W., HAMMERSTROM, DONALD J., PRATT, RICHARD M. | 2023-08-29 | 2010-05-11 | MARKS & CLERK | English | BATTELLE MEMORIAL INSTITUTE | The embodiments of the invention in which an exclusive property or privilege\nis\nclaimed are defined as follows:\n1) A\nbattery\ncharging control method, comprising:\na. monitoring a frequency of an\nelectrical\nenergy provided from an\nelectrical\npower distribution system at a plurality of different moments in time, wherein\nthe\nelectrical\npower distribution system is characterized by a dynamic state of balance\nbetween power\ngeneration and load, for determining presence of either one of a power\ngeneration deficit\nand a power generation surplus in the\nelectrical\npower distribution system,\nb. adjusting an amount of\nelectrical\nenergy provided from the\nelectrical\npower\ndistribution system to a rechargeable\nbattery\nto charge the rechargeable\nbattery\nat least in\npart on a basis of the determining of the presence of either one of the power\ngeneration\ndeficit and the power generation surplus.\n2) The method of claim 1, including reducing the amount of\nelectrical\nenergy provided\nfrom the\nelectrical\npower distribution system to the rechargeable\nbattery\nwhen\nthe\ndetermining establishes the presence of the power generation deficit.\n3) The method of claim 1, including increasing the amount of\nelectrical\nenergy provided\nfrom the\nelectrical\npower distribution system to the rechargeable\nbattery\nwhen\nthe\ndetermining establishes the presence of the power generation surplus.\n4) The method of any one of claims 1 to 3, wherein the monitoring\ncomprises\ncomparing the frequency of the\nelectrical\nenergy with respect to a nominal\nfrequency of the\nelectrical\npower distribution system.\n5) The method of any one of claims 1 to 4, comprising:\na. accessing a desired point in time in the future for the rechargeable\nbattery\nto\nreach a desired state of charge,\nb. monitoring a remaining amount of time until the desired point in time,\nand\n27\nDate Recue/Date Received 2022-03-23\nc. controlling the adjustment of the amount of the\nelectrical\nenergy\nprovided\nfrom the\nelectrical\npower distribution system to charge the rechargeable\nbattery\nas a result\nof the monitoring of the amount of time.\n6) The method of any one of claims 1 to 5, further comprising providing\nelectrical\nenergy to an\nelectrical\nvehicle\nwhich comprises the rechargeable\nbattery\n.\n7) The method of any one of claims 1 to 6, further comprising monitoring a\nrate of\ncharging of the rechargeable\nbattery\nand controlling the adjustment of the\namount of the\nelectrical\nenergy provided from the\nelectrical\npower distribution system to\ncharge the\nrechargeable\nbattery\nas a result of the monitoring the rate of charging of the\nrechargeable\nbattery\n.\n8) The method of any one of claims 1 to 4, comprising controlling the\nadjustment of the\namount of the\nelectrical\nenergy at a plurality of different moments in time\nduring a common\ncharge cycle of the rechargeable\nbattery\n, and wherein the controlling further\ncomprises\ncontrolling an increase of the amount of the\nelectrical\nenergy provided from\nthe\nelectrical\npower distribution system to the rechargeable\nbattery\nat a first of the\nmoments in time of the\ncommon charge cycle and controlling a decrease in the amount of\nelectrical\nenergy\nprovided from the\nelectrical\npower distribution system to the rechargeable\nbattery\nat a\nsecond of the moments in time of the common charge cycle.\n9) An\nelectric\nvehicle\ncharging method comprising:\na. coupling an\nelectrical\nvehicle\nwith an\nelectrical\npower distribution\nsystem,\nb. charging the\nelectrical\nvehicle\nusing\nelectrical\nenergy from the\nelectrical\npower distribution system,\nc. monitoring a frequency of an\nelectrical\nenergy provided from an\nelectrical\npower distribution system at a plurality of different moments in time, wherein\nthe\nelectrical\npower distribution system is characterized by a dynamic state of balance\nbetween power\ngeneration and load, to determine presence of either one of a power generation\ndeficit and\na power generation surplus in the\nelectrical\npower distribution system; and\n28\nDate Recue/Date Received 2022-03-23\nd. adjusting an amount of the\nelectrical\nenergy provided from the\nelectrical\npower distribution system to charge the\nelectrical\nvehicle\nas a result of the\nmonitoring.\n10) The method of claim 9 wherein the monitoring comprises monitoring\npassively at the\nlocation of the\nelectrical\nvehicle\nwithout data communications to the\nelectrical\npower\ndistribution system.\n11) The method of claim 9 wherein the monitoring comprises comparing the\nfrequency\nof the\nelectrical\nenergy with respect to a nominal frequency of the\nelectrical\npower\ndistribution system, and wherein the adjusting comprises adjusting the amount\nof the\nelectrical\nenergy provided from the\nelectrical\npower distribution system to\ncharge a\nrechargeable\nbattery\nas a result of the comparing.\n12) The method of claim 11 wherein the adjusting comprises increasing the\namount of\nthe\nelectrical\nenergy provided from the\nelectrical\npower distribution system\nto charge the\nrechargeable\nbattery\nat a first moment in time as a result of the comparing\ndetecting that the\nfrequency of the\nelectrical\nenergy is greater than a nominal frequency at the\nfirst moment in\ntime, and decreasing the amount of the\nelectrical\nenergy provided from the\nelectrical\npower\ndistribution system to charge the rechargeable\nbattery\nat a second moment in\ntime as a\nresult of the comparing detecting that the frequency of the\nelectrical\nenergy\nis less than the\nnominal frequency at the second moment in time.\n13) The method of any one of claims 9 to 11 further comprising:\na. monitoring a remaining amount of time until a desired point in time in\nthe\nfuture for the\nelectric\nvehicle\nto have a desired state of charge; and\nb. adjusting of the amount of the\nelectrical\nenergy provided from the\nelectrical\npower distribution system to charge the\nelectrical\nvehicle\nas a result of the\nmonitoring of the\nremaining amount of time.\n14) A\nbattery\ncharging apparatus comprising:\n29\nDate Recue/Date Received 2022-03-23\nprocessing circuitry configured for monitoring a frequency of an\nelectrical\nenergy provided\nfrom an\nelectrical\npower distribution system at a plurality of different\nmoments in time,\nwherein the\nelectrical\npower distribution system is characterized by a dynamic\nstate of\nbalance between power generation and load, to determine presence of either one\nof a\npower generation deficit and a power generation surplus in the\nelectrical\npower distribution\nsystem, and to control an adjustment of an amount of\nelectrical\nenergy\nprovided from the\nelectrical\npower distribution system to a rechargeable\nbattery\nto charge the\nrechargeable\nbattery\nat least in part on a basis of the determining of the presence of\neither one of a power\ngeneration deficit and a power generation surplus in the\nelectrical\npower\ndistribution system.\n15) The apparatus of claim 14, wherein the processing circuitry is\nconfigured to compare\nthe frequency of the\nelectrical\nenergy with respect to a nominal frequency of\nthe\nelectrical\npower distribution system, and to control the adjustment of the amount of the\nelectrical\nenergy provided from the\nelectrical\npower distribution system to charge the\nrechargeable\nbattery\nas a result of the comparison.\n16) The apparatus of claim 15, wherein the processing circuitry is\nconfigured to control\nan increase in the amount of the\nelectrical\nenergy provided from the\nelectrical\npower\ndistribution system to charge the rechargeable\nbattery\nas a result of the\ninformation\nindicating that the power generation surplus of\nelectrical\nenergy exists on\nthe\nelectrical\npower distribution system at a first moment in time and to control a decrease\nin the amount\nof the\nelectrical\nenergy provided from the\nelectrical\npower distribution\nsystem to charge the\nrechargeable\nbattery\nas a result of the information indicating that the power\ngeneration\ndeficit exists on the\nelectrical\npower distribution system at a second moment\nin time.\n17) The apparatus of claim 16, wherein the processing circuitry is\nconfigured to control\nthe adjustment of the amount of the\nelectrical\nenergy provided from the\nelectrical\npower\ndistribution system to the rechargeable\nbattery\nto be a maximum amount as a\nresult of the\npower generation surplus exceeding a first threshold and to control the\nadjustment of the\namount of the\nelectrical\nenergy provided from the\nelectrical\npower\ndistribution system to the\nrechargeable\nbattery\nto be a minimum amount as a result of the power\ngeneration deficit of\nthe\nelectrical\nenergy exceeding a second threshold.\nDate Recue/Date Received 2022-03-23\n18) The apparatus of any one of claims 14 to 16, wherein the processing\ncircuitry is\nconfigured to access a desired point in time in the future for the\nrechargeable\nbattery\nto\nhave a desired state of charge, to monitor a remaining amount of time until\nthe desired point\nin time, and to control the adjustment of the amount of the\nelectrical\nenergy\nprovided from\nthe\nelectrical\npower distribution system to charge the rechargeable\nbattery\nas\na result of the\nmonitoring of the remaining amount of time.\n19) The apparatus of any one of claims 14 to 18, wherein the processing\ncircuitry is\nconfigured to monitor a rate of charging of the rechargeable\nbattery\nand to\ncontrol the\nadjustment of the amount of the\nelectrical\nenergy provided from the\nelectrical\npower\ndistribution system to charge the rechargeable\nbattery\nas a result of the\nmonitoring of the\nrate of charging of the rechargeable\nbattery\n.\n20) The apparatus of claim 14 or 15 wherein the processing circuitry is\nconfigured to\ncontrol the adjustment of the amount of the\nelectrical\nenergy provided from\nthe\nelectrical\npower distribution system to the rechargeable\nbattery\nat a plurality of\ndifferent moments in\ntime during a common charge cycle of the rechargeable\nbattery\n, and wherein the\nprocessing circuitry is configured to control an increase of the amount of the\nelectrical\nenergy provided from the\nelectrical\npower distribution system to the\nrechargeable\nbattery\nat\na first of the moments in time of the common charge cycle and to control a\ndecrease in the\namount of\nelectrical\nenergy provided from the\nelectrical\npower distribution\nsystem to the\nrechargeable\nbattery\nat a second of the moments in time of the common charge\ncycle.\n21) A rechargeable\nbattery\nsystem comprising:\na charger coupled with an\nelectrical\npower distribution system and configured\nto provide\nelectrical\nenergy from the\nelectrical\npower distribution system to a\nrechargeable\nbattery\nto\ncharge the rechargeable\nbattery\n, wherein the\nelectrical\npower distribution\nsystem is\ncharacterized by a dynamic state of balance between power generation and load,\nand\nprocessing circuitry configured to monitor a frequency of the\nelectrical\nenergy in the\nelectrical\npower distribution system to detect the presence of either one of a\npower\ngeneration deficit and a power generation surplus in the\nelectrical\npower\ndistribution system,\n31\nDate Recue/Date Received 2022-03-23\nand to control an adjustment of an amount of\nelectrical\nenergy provided from\nthe\nelectrical\npower distribution system to the rechargeable\nbattery\nto charge the\nrechargeable\nbattery\nat\nleast in part on a basis of the determining of the presence of either one of a\npower\ngeneration deficit and a power generation surplus in the\nelectrical\npower\ndistribution system.\n22) The system of claim 21 wherein the processing circuitry is configured\nto monitor for\nthe presence of the at least one of the power generation surplus and the power\ngeneration\ndeficit passively at the location of the rechargeable\nbattery\nsystem without\ndata\ncommunications to the\nelectrical\npower distribution system.\n23) The system of claim 21 or 22 wherein the processing circuitry is\nconfigured to\ncompare the frequency of the\nelectrical\nenergy with respect to a nominal\nfrequency of the\nelectrical\npower distribution system, and to control the charger to adjust the\namount of the\nelectrical\nenergy provided from the\nelectrical\npower distribution system to\ncharge the\nrechargeable\nbattery\nas a result of the comparison.\n24) The system of claim 23 wherein the processing circuitry is configured\nto control the\ncharger to provide an increase in the amount of the\nelectrical\nenergy provided\nfrom the\nelectrical\npower distribution system to charge the rechargeable\nbattery\nat a\nfirst moment in\ntime as a result of the comparison detecting that the frequency is greater\nthan a nominal\nfrequency of the\nelectrical\npower distribution system at the first moment in\ntime, and to\ncontrol the charger to provide a decrease in the amount of the\nelectrical\nenergy provided\nfrom the\nelectrical\npower distribution system to charge the rechargeable\nbattery\nat a second\nmoment in time as a result of the comparison detecting that the frequency is\nless than the\nnominal frequency at the second moment in time.\n25) The system of claim 24 wherein the processing circuitry is configured\nto monitor a\nremaining amount of time until a desired point in time in the future for the\nrechargeable\nbattery\nto have a desired state of charge, and to control the charger to\nadjust the amount of\nthe\nelectrical\nenergy provided from the\nelectrical\npower distribution system\nto charge the\nrechargeable\nbattery\nas a result of the monitoring of the remaining amount of\ntime.\n32\nDate Recue/Date Received 2022-03-23\n26) The system of any one of claims 21 to 25 further comprising the\nrechargeable\nbattery\n.\n27) The system of any one of claims 21 to 26 wherein the charger is\nconfigured to\nprovide the\nelectrical\nenergy to the rechargeable\nbattery\nof an\nelectrical\nvehicle\n.\n33\nDate Recue/Date Received 2022-03-23 | 12/467,192 | United States of America | 2009-05-15 | Abrégé : Il est décrit des procédés de contrôle de charge de batterie, des procédés de charge de véhicule électrique, des appareils de charge de batterie et des systèmes de batterie rechargeable. Selon un aspect, un procédé de contrôle de charge de batterie comprend l'accès aux informations relatives à la présence dun excédent et/ou dune insuffisance de lénergie électrique dans un système de distribution dénergie électrique à une pluralité de moments différents dans le temps, lutilisation de ces informations et le contrôle et lajustement de la quantité d'énergie électrique fournie par le système de distribution dénergie électrique à une batterie rechargeable pour charger cette batterie rechargeable. Date reçue/Date Received 2020-11-13 | True |
| 262 | Patent 2626587 Summary - Canadian Patents Database | CA 2626587 | NaN | DESIGN OF A LARGE LOW MAINTENANCEBATTERYPACK FOR A HYBRID LOCOMOTIVE | AGENCEMENT DE BLOC-BATTERIE DE GRANDE TAILLE A ENTRETIEN MINIME POUR LOCOMOTIVE HYBRIDE | NaN | PIKE, JAMES A., JARRETT, BRIAN L. | NaN | 2006-10-19 | ROBIC | English | MI-JACK CANADA, INC. | What is claimed is:\n1. A hybrid\nvehicle\n, comprising:\n(a) a prime mover for generating\nelectrical\nenergy;\n(b) a\nbattery\npack for receiving, storing, and providing, as needed, the\nelectrical\nenergy, the\nbattery\npack comprising a plurality of\nbattery\ncells; and\n(c) at least one motor for consuming the\nelectrical\nenergy, wherein the\nvehicle\ncomprises\nat least one of the following:\n(c1) a hood assembly, the hood assembly comprising a chimney vent and hood and\nwall members respectively defining upper and lower plenums, the upper and\nlower plenums being\nin fluid communication with the chimney vent and separated by the wall member,\nthe wall member\ninhibiting airflow between the upper and lower plenums, and the lower plenum\nbeing in fluid\ncommunication with and removing heated air from the\nbattery\npack, wherein\nheated air in the\nupper and/or lower plenums passes, by free convection, through the chimney\nvent and into the\nexternal environment;\n(c2) a plurality of airflow channels in communication with the lower plenum, a\nfirst\nset of airflow channels being positioned between adjacent\nbattery\ncells and a\nsecond set of airflow\nchannels being positioned between\nbattery\ncells and the wall member, the\nairflow channels in the\nfirst set having a first cross-sectional area normal to the direction of\nairflow and the airflow\nchannels in the second set having a second cross-sectional area normal to the\ndirection of airflow,\nand wherein the first cross-sectional area is greater than the second cross-\nsectional area;\n(c3) a rack structure, the rack structure comprising a plurality of vertical\nand\nhorizontal fire wall members defining a plurality of containment sections,\neach section receiving\na corresponding set of\nbattery\ncells, whereby a fire in one section is\nretarded from spreading to an\nadjacent section;\n(c4) a fan positioned in a fan duct, the fan duct being in communication with\nthe\nchimney vent, wherein, when the\nbattery\npack is less than a first temperature,\nthe fan is disabled\nand removal of heated air from the\nbattery\npack is done by free convection\nalone and wherein,\nwhen the\nbattery\npack is more than a second temperature, the fan is enabled\nand removal of at least\na portion of heated air from the\nbattery\npack is done by forced convection;\n(c5) a plurality of vertical and longitudinal shock absorbers, a set of\nvertical and\nlongitudinal shock absorbers being positioned in each containment section to\nabsorb at least a\nportion of shock imparted to the absorbers by movement of and impacts to the\nvehicle\n;\n-20-\n(c6) an\nelectrically\ninsulating material positioned between the rack structure\nand a\nsupporting deck of the\nvehicle\nand/or between each cell and a supporting\nmember in the rack\nstructure; and\n(c7) a support plate structure supporting the\nbattery\nrack, the support plate\nstructure\nbeing operable to permit and limit movement of the\nbattery\nrack relative to\nthe support plate\nstructure.\n2. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c1).\n3. The hybrid\nvehicle\nof claim 2, wherein the\nvehicle\ncomprises feature (c4)\nand\nwherein a plane of the fan is positioned below a plurality of louvres in the\nhood member, the\nlouvres permitting air in the external environment to enter into the upper\nplenum.\n4. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c2)\nand\nfurther comprising a second plurality of airflow channels, the second\nplurality of airflow channels\nbeing transverse to the plurality of airflow channels and being positioned\nabove and/or below the\nplurality of cells.\n5. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c3)\nand\nwherein closure members are positioned to inhibit airflow between adjacent\ncontainment sections\nin the event of a fire.\n6. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c4).\n7. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c5).\n8. The hybrid\nvehicle\nof claim 7, wherein each cell is able to withstand shock\nloading\nof no less than 2 gs in the longitudinal direction, no less than about 0.25 gs\nin the vertical direction,\nand no less than about 0.1 g lateral acceleration.\n9. The hybrid\nvehicle\nof claim 7, wherein each cell is able to withstand\nconstant\nvibration loading of no less than 0.00003-m deflection at 100 cycles per\nsecond and 0.03-m\ndeflection at 1 cps.\n10. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c6).\n11. The hybrid\nvehicle\nof claim 1, wherein the\nvehicle\ncomprises feature (c7).\n12. A method for operating a hybrid\nvehicle\n, comprising:\n(a) generating, by a prime mover,\nelectrical\nenergy;\n(b) receiving, storing, and providing, as needed and by a\nbattery\npack, the\nelectrical\nenergy,\nthe\nbattery\npack comprising a plurality of\nbattery\ncells;\n-21-\n(c) providing to at least one motor the\nelectrical\nenergy; and\n(d) at least one of the following additional steps:\n(d1) passing, by free convection, heated air through upper and/or lower\nplenums and\nthrough a chimney vent into the ambient atmosphere, wherein a hood assembly\ncomprises the\nchimney vent and hood and wall members respectively defining the upper and\nlower plenums, the\nupper and lower plenums being in fluid communication with the chimney vent and\nseparated by\nthe wall member, the wall member inhibiting airflow between the upper and\nlower plenums, and\nthe lower plenum being in fluid communication with and removing heated air\nfrom the\nbattery\npack;\n(d2) passing heated air through a plurality of airflow channels in\ncommunication\nwith the lower plenum, a first set of airflow channels being positioned\nbetween adjacent\nbattery\ncells and a second set of airflow channels being positioned between\nbattery\ncells and the wall\nmember, the airflow channels in the first set having a first cross-sectional\narea normal to the\ndirection of airflow and the airflow channels in the second set having a\nsecond cross-sectional area\nnormal to the direction of airflow, and wherein the first cross-sectional area\nis greater than the\nsecond cross-sectional area;\n(d3) providing a rack structure, the rack structure comprising a plurality of\nvertical\nand horizontal fire wall members defining a plurality of containment sections,\neach section\nreceiving a corresponding set of\nbattery\ncells, whereby a fire in one section\nis retarded from\nspreading to an adjacent section;\n(d4) providing a fan positioned in a fan duct, the fan duct being in\ncommunication\nwith the chimney vent, wherein, when the\nbattery\npack is less than a first\ntemperature, the fan is\ndisabled and removal of heated air from the\nbattery\npack is done by free\nconvection alone and\nwherein, when the\nbattery\npack is more than a second temperature, the fan is\nenabled and removal\nof heated air from the\nbattery\npack is done by forced convection;\n(d5) providing a,plurality of vertical and longitudinal shock absorbers, a set\nof\nvertical and longitudinal shock absorbers being positioned in each containment\nsection to absorb\nat least a portion of shock imparted to the absorbers by movement of and\nimpacts to the\nvehicle\n;\n(d6) positioning an\nelectrically\ninsulating material between the rack\nstructure and\na supporting deck of the\nvehicle\nand/or between each cell and a supporting\nmember in the rack\nstructure; and\n-22-\n(d7)providing a support plate structure, the support plate structure\nsupporting the\nbattery\nrack and being operable to permit and limit movement of the\nbattery\nrack relative to the\nsupport plate structure.\n13. The method of claim 12, wherein step (d1) is performed.\n14. The method of claim 13, wherein step (d4) is performed and wherein a plane\nof the\nfan is positioned below a plurality of louvres in the hood member, the louvres\npermitting air in the\nexternal environment to enter into the upper plenum.\n15. The method of claim 12, wherein step (d2) is performed and further\ncomprising a\nsecond plurality of airflow channels, the second plurality of airflow channels\nbeing transverse to\nthe plurality of airflow channels and being positioned above and/or below the\nplurality of cells.\n16. The method of claim 12, wherein step (d3) is performed and wherein closure\nmembers are positioned to inhibit airflow between adjacent containment\nsections in the event of\na fire.\n17. The method of claim 12, wherein step (d4) is performed.\n18. The method of claim 12, wherein step (d5) is performed.\n19. The method of claim 18, wherein each cell is able to withstand shock\nloading of no\nless than 2 gs in the longitudinal direction, no less than about 0.25 gs in\nthe vertical direction, and\nno less than about 0.1 g lateral acceleration.\n20. The method of claim 18, wherein each cell is able to withstand constant\nvibration\nloading of no less than 0.00003-m deflection at 100 cycles per second and 0.03-\nm deflection at 1\ncps.\n21. The method of claim 12, wherein step (d6) is performed.\n22. The method of claim 12, wherein step (d7) is performed.\n-23- | 60/728,567 | United States of America | 2005-10-19 | L'invention porte sur des systèmes conçus pour prolonger l'autonomie d'une batterie, notamment pour maintenir la température d'éléments de batterie contenus dans des blocs-batteries dans des limites spécifiées, qui fournissent des vibrations et une résistance aux chocs ; et/ou sur des groupes de batteries isolant électriquement des surfaces conductrices avoisinantes. | True |
| 263 | Patent 3227764 Summary - Canadian Patents Database | CA 3227764 | NaN | CONTROLLING AND SCHEDULING OF CHARGING OFELECTRICALVEHICLESAND RELATED SYSTEMS AND METHODS | COMMANDE ET PLANIFICATION DE CHARGE DE VEHICULES ELECTRIQUES, AINSI QUE SYSTEMES ET PROCEDES ASSOCIES | NaN | ZARRILLI, DONATO, ALMALECK, PABLO | NaN | 2021-08-13 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | HITACHI ENERGY LTD | 36\nCLAIMS\n1. A method for controlling the charging of at least one\nelectric\nvehicle\n(6), in\nparticular two or more\nelectric\nvehicles\n, via at least one charger (2), in\nparticular two\nor more chargers, comprising:\ndetermining a charging profile for charging at least one\nelectric\nvehicle\n(6)\nvia\nat least one charger (2) based at least on a characteristic of a\nbattery\nof\nthe at least\none\nelectric\nvehicle\n(6), information on available power, and an availability\nof the at\nleast one\nelectric\nvehicle\n(6); and\nproviding an output to control charging by the respective charger (2) in\naccordance with the determined charging profile.\n2. The method of claim 1, wherein the availability of the at least one\nelectric\nvehicle\n(6) is based at least on one of an operation schedule, location information of\nthe at\nleast one\nelectric\nvehicle\n(6) and real time location information of the at\nleast one\nelectric\nvehicle\n(6).\n3. The method of any one of the preceding claims, wherein the determining\nof the\ncharging profile for charging the at least one\nelectric\nvehicle\n(6)is further\nbased on a\nrequirement of preconditioning of the at least one\nelectric\nvehicle\n(6).\n4. The method of claim 3, further comprising providing an output to control\nthe\npreconditioning of the at least one\nelectric\nvehicle\n(6).\n5. The method of any one of the preceding claims, wherein the information\non\navailable power comprises information about power suppliable by one or more of\na\npower grid and one or more local power sources.\n6. The method of any one of the preceding claims, wherein the determining\nof the\ncharging profile for charging the at least one\nelectric\nvehicle\n(6) comprises\nan\noptimization process.\n7. The method of claim 6, wherein the optimization process comprises a\nfirst\n37\nobjective to reduce variations in charging operations and/or preconditioning\noperations\nprovided by the charging profile.\n8. The method of any one of claims 6 and 7, wherein the optimization\nprocess\ncomprises a minimum charging level constraint relating to a minimum charging\nlevel\nof the respective\nbattery\nof the at least one\nelectric\nvehicle\n(6).\n9. The method as claimed in claim 8, wherein the optimization process\ncomprises\na second objective to maximise a charging level of the respective\nbattery\nbeyond the\nminimum charging level, in particular up to a predefined charging level.\n10. The method of any one of the preceding claims 6 to 9, wherein the\noptimization\nprocess comprises an available power constraint relating to the information on\nthe\navailable power.\n11. The method of any one of the preceding claims 6 to 10, wherein the\noptimization\nprocess comprises an\nelectric\nvehicle\n(6) availability constraint relating to\nthe\navailability of the at least one\nelectric\nvehicle\n(6).\n12. The method of any one of the preceding claims 6 to 11, wherein the\noptimization\nprocess comprises a\nbattery\nmaximum load constraint relating to a maximum load\napplicable to the respective\nbattery\n.\n13. The method of any one of the preceding claims, wherein the determining\nis\nfurther based on a power supply limit associated with one or more of the at\nleast one\ncharger (2).\n14. The method of any one of the preceding claims, wherein the\ncharacteristic of\nthe\nbattery\ncomprises a charging state of the\nbattery\n.\n15. The method of any one of the preceding claims, wherein the\ncharacteristic of\nthe\nbattery\ncomprises at least one of:\none or more charging state limitations; and\none or more charging rate limitations.\n38\n16. The method as claimed in any one of the preceding claims, wherein the\ndetermining of the charging profile for charging the at least one\nelectric\nvehicle\n(6) is\nfurther based on information relating to a current time period and information\nfrom one\nor more future time periods.\n17. The method as claimed in any one of the preceding claims, wherein the\ndetermining of the charging profile for charging the at least one\nelectric\nvehicle\n(6) is\nrepeated at a subsequent time to update the charging profile.\n18. The method as claimed in any one of the preceding claims, wherein the\noutput\nto control charging controls one or more of when the at least one\nelectric\nvehicle\n(6) is\ncharged and a rate at which the at least one\nelectric\nvehicle\n(6) is charged.\n19. A computer program comprising computer executable code which when run\non\nat least one processor (36) is configured to perform the method of any one of\nthe\npreceding claims.\n20. An apparatus configured to control the charging of one or more\nelectric\nvehicles\nvia one or more chargers, the apparatus comprising at least one integrated\ncircuit (40)\nconfigured to cause the apparatus to execute the method according to any one\nof\nclaims 1 to 18. | NaN | NaN | NaN | L'invention concerne un procédé de commande de la charge d'au moins un véhicule électrique (6), en particulier d'au moins deux véhicules électriques, par l'intermédiaire d'au moins un chargeur (2), en particulier d'au moins deux chargeurs, qui comprend les étapes consistant à : déterminer un profil de charge pour charger au moins un véhicule électrique (6) par l'intermédiaire d'au moins un chargeur (2), sur la base au moins d'une caractéristique d'une batterie de l'au moins un véhicule électrique (6), d'informations sur la puissance disponible, et d'une disponibilité de l'au moins un véhicule électrique (6), et fournir une sortie pour commander la charge par le chargeur respectif (2) conformément au profil de charge déterminé. | True |
| 264 | Patent 3184492 Summary - Canadian Patents Database | CA 3184492 | NaN | BATTERYPACK DIAGNOSING METHOD, CELL DIAGNOSING METHOD,BATTERYPACK DIAGNOSING DEVICE, AND CELL DIAGNOSING DEVICE | PROCEDE DE DIAGNOSTIC DE BLOC-BATTERIE, PROCEDE DE DIAGNOSTIC D'ELEMENT, DISPOSITIF DE DIAGNOSTIC DE BLOC-BATTERIE ET DISPOSITIF DE DIAGNOSTIC D'ELEMENT | NaN | INOUE, TAKESHI, HIRASAWA, SHIGEKI, ISHIMARU, TETSUYA, HONKURA, KOHEI, MAKINO, SHIGEKI, KAWAJI, JUN | NaN | 2021-07-20 | KIRBY EADES GALE BAKER | English | HITACHI HIGH-TECH CORPORATION | CLAIMS\n[Claim 1]\nA method for diagnosing a\nbattery\npack having a\nconfiguration in which a plurality of cells are connected in\nseries, using a system for obtaining detected data including the\ncurrent and temperature of the\nbattery\npack and the voltage of\neach cell, the method comprising:\na step of calculating an\nelectric\ncharge capacity and a\nSOC of each cell, using the current and the temperature, the\nvoltage of each cell, an OCV-SOC function, and a resistance table,\nand calculating an amount of unbalance, which is an estimated\nvalue of the SOC, and a resistance of each cell when the\nbattery\npack is fully charged; and\na step of calculating the energy capacity of the\nbattery\npack using the\nelectric\ncharge capacity, the amount of unbalance,\nand the resistance.\n[Claim 2]\nA method for diagnosing a\nbattery\npack having a\nconfiguration in which a plurality of cells are connected in\nseries, using a system for obtaining detected data including the\ncurrent and temperature of the\nbattery\npack and the voltage of\neach cell, the method comprising:\n66\nCA 03184492 2022- 12- 29\na step of calculating an\nelectric\ncharge capacity and a\nSOC of each cell, using the current and the temperature, the\nvoltage of each cell, an OCV-SOC function, and a resistance, and\ncalculating an amount of unbalance, which is an estimated value\nof the SOC, and a resistance of each cell when the\nbattery\npack\nis fully charged.\n[Claim 3]\nThe diagnosis method according to claim 1, wherein\nthe energy capacity of the\nbattery\npack is calculated by\ncalculating both the current energy capacity and the energy\ncapacity after unbalance is eliminated.\n[Claim 4]\nThe diagnosis method according to claim 1, wherein\ncoefficients of the\nelectric\ncharge capacity, an initial\nvalue of the SOC, and the resistance of each of the cells that\nminimize a sum of squares of a difference between an estimated\nvoltage and an actual voltage of each of the cells are obtained.\n[Claim 5]\nThe diagnosis method according to claim 1, wherein\nthe SOC of each cell when the\nbattery\npack is fully charged\nis obtained using an initial value of the SOC and the\nelectric\n67\nCA 03184492 2022- 12- 29\ncharge capacity of the cell and an\nelectric\ncharge until any of\nthe cells is fully charged.\n[Claim 6]\nThe diagnosis method according to claim 1, wherein\nusing a minimum voltage, a discharging current, an OCV\ntable, and a discharge resistance table with the time when the\nbattery\npack is discharged from a full charge and any of the\ncells reaches the minimum voltage as the time when the discharge\nof the\nbattery\npack is ended, a discharge end SOC of each cell\nis obtained, an average voltage of each cell from the time of\nthe full charge to the end of the discharge is obtained, and a\ntotal sum of the products of the average voltage and the\nelectric\ncharge capacity of each cell is defined as the current energy\ncapacity.\n[Claim 7]\nThe diagnosis method according to any one of claims 1 to\n6, wherein\na user is notified of a result of determining whether or\nnot a threshold condition for the energy capacity of the\nbattery\npack is satisfied.\n68\nCA 03184492 2022- 12- 29\n[Claim 8]\nThe diagnosis method according to claim 1, wherein\na function indicating deterioration of the\nbattery\npack is\nobtained using data on the energy capacity of the\nbattery\npack,\na replacement time of the\nbattery\npack is predicted from\nthis function, and\na user is notified of the replacement time.\n[Claim 9]\nThe diagnosis method according to claim 8, wherein\na time when the speed of progress of the deterioration\nbecomes equal to or greater than a predetermined value is\npredicted from the function indicating the deterioration, and\nthe user is notified of the time.\n[Claim 10]\nThe diagnosis method according to claim 6, wherein\nthe energy capacity after unbalance is eliminated is\nobtained by the same calculation as the calculation of the total\nsum of the products used when calculating the current energy\ncapacity.\n69\nCA 03184492 2022- 12- 29\n[Claim 11]\nThe diagnosis method according to claim 1, further\ncomprising:\na step of obtaining function data of the OCV for each cell;\nand\na step of creating the resistance table of each cell using\nthe function data and the detected data.\n[Claim 12]\nThe diagnosis method according to claim 11, wherein\nthe function data is obtained by function approximation\nusing the voltage and the SOC of each cell before and after a\npaused state having no charge nor discharge of the\nbattery\npack.\n[Claim 13]\nThe diagnosis method according to claim 11, wherein\nthe detected data includes a representative SOC of the\nbattery\npack, and\nthe representative SOC is used as the SOC.\n[Claim 14]\nThe diagnosis method according to claim 11, wherein\nin the resistance table of the cell, using past ones of\nthe function data, the representative SOC, and the detected data,\nCA 03184492 2022- 12- 29\ndata of the resistance during charging of the cell corresponding\nto each temperature and each SOC is obtained by function\napproximation as a value obtained by dividing the difference\nbetween the OCV and the voltage of the cell by the current of\nthe cell.\n[Claim 15]\nThe diagnosis method according to claim 11, wherein\nthe voltage of each cell is measured by performing a\ncapacity check test of the\nbattery\npack, and\nthe function data of the OCV is obtained using the voltage\nvalue.\n[Claim 16]\nThe diagnosis method according to claim 11, wherein\nwhen a positive electrode material and a negative electrode\nmaterial of the cell are known, the function data of the OCV is\nobtained by function approximation using a potential table of\nthe positive electrode material and the negative electrode\nmaterial.\n[Claim 17]\nThe diagnosis method according to claim 16, wherein\nthe resistance table is created using the function data of\n71\nCA 03184492 2022- 12- 29\nthe OCV obtained by the function approximation and a resistance\ntable of the positive electrode material and the negative\nelectrode material.\n[Claim 18]\nThe diagnosis method according to claim 1, wherein\nthe\nbattery\npack is built into an\nelectric\nvehicle\n,\nthe detected data is transmitted to a diagnosing device\ninstalled inside or outside the\nelectric\nvehicle\n, and\nthe diagnosing device calculates the energy capacity of\nthe\nbattery\npack.\n[Claim 19]\nThe diagnosis method according to claim 18, wherein\nthe diagnosing device is installed outside the\nelectric\nvehicle\n, receives the detected data of a plurality of the\nelectric\nvehicles\n, and calculates the energy capacity of the\nbattery\npack of each of the\nelectric\nvehicles\n.\n[Claim 20]\nThe diagnosis method according to claim 1, wherein\nthe\nbattery\npack is built into an\nelectric\nvehicle\n, and\na user is notified of a result of determining whether or\nnot at least one of the mileage of the\nelectric\nvehicle\n, the\n72\nCA 03184492 2022- 12- 29\nnumber of rapid charging times of the\nbattery\npack, the number\nof times the temperature of the\nbattery\npack exceeds a threshold,\nan assessed price when the\nbattery\npack is used in the\nelectric\nvehicle\n, an assessed price when the\nbattery\npack is used in a\nvehicle\nother than the\nelectric\nvehicle\nis satisfied as a\nthreshold condition.\n[Claim 21]\nA device for diagnosing a\nbattery\npack, comprising:\na SOC calculation unit;\na\nbattery\npack energy capacity calculation unit; and\na storage device having a resistance table, wherein\nthe SOC calculation unit calculates an\nelectric\ncharge\ncapacity and the SOC of each cell using the current and\ntemperature of the\nbattery\npack having a configuration in which\na plurality of cells are connected in series, a voltage of each\ncell, an OCV-SOC function, and the resistance table, and\ncalculates an amount of unbalance, which is an estimated value\nof the SOC, and a resistance of each cell when the\nbattery\npack\nis fully charged, and\nthe\nbattery\npack energy capacity calculation unit\ncalculates the energy capacity of the\nbattery\npack using the\nelectric\ncharge capacity, the amount of unbalance, and the\nresistance.\n73\nCA 03184492 2022- 12- 29\n[Claim 22]\nA device for diagnosing a cell, comprising:\na SOC calculation unit; and\na storage device having a resistance table, wherein\nthe SOC calculation unit calculates an\nelectric\ncharge\ncapacity and the SOC of each cell using the current and\ntemperature of a\nbattery\npack having a configuration in which a\nplurality of cells are connected in series, a voltage of each\ncell, an OCV-SOC function, and the resistance table, and\ncalculates an amount of unbalance, which is an estimated value\nof the SOC, and a resistance of each cell when the\nbattery\npack\nis fully charged.\n74\nCA 03184492 2022- 12- 29 | 2020-129499 | Japan | 2020-07-30 | Procédé de diagnostic d'un bloc-batterie présentant une configuration dans laquelle une pluralité d'éléments sont connectés en série, à l'aide d'un système pour obtenir des données détectées comprenant le courant et la température du bloc-batterie et la tension de chaque élément, comprenant : une étape de calcul d'une capacité de charge électrique et d'un état de charge (SOC) de chaque élément, à l'aide du courant et de la température, de la tension de chaque élément, d'une fonction SOC - tension de circuit ouvert (OCV), et d'une table de résistance - OCV, et de calcul d'une quantité de déséquilibre, qui est une valeur estimée du SOC, et de la résistance pour chaque élément lorsque le bloc-batterie est complètement chargé ; et une étape de calcul de la capacité énergétique du bloc-batterie à l'aide de la capacité de charge électrique, de la quantité de déséquilibre et des résistances. En conséquence, la capacité énergétique du bloc-batterie peut être calculée avec précision, même dans un état déséquilibré. | True |
| 265 | Patent 2875225 Summary - Canadian Patents Database | CA 2875225 | NaN | BATTERYMODULE CONFIGURATION STRUCTURE FOR ARTICULATEDELECTRICBUS | STRUCTURE DE CONFIGURATION DE MODULE DE BATTERIE POUR BUS ELECTRIQUE ARTICULE | NaN | LI, HSUNSHENG, YU, NENGHAN, WEN, CHUNGWEI, SHU, CHINGAN | 2017-06-06 | 2013-05-31 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. A\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus,\ncomprising:\na\nvehicle\nbody comprising a first rigid compartment, a second rigid\ncompartment and a joint unit, wherein the first rigid compartment and the\nsecond\nrigid compartment are jointed by the joint unit, and the first rigid\ncompartment and\nthe second rigid compartment are passenger-carrying compartments;\na plurality of wheel shafts disposed on a bottom of the\nvehicle\nbody,\nwherein the wheel shafts comprise a first wheel shaft, a second wheel shaft\nand\na third wheel shaft, and wherein the first wheel shaft and the second wheel\nshaft\nare disposed on a bottom of the first rigid compartment, and the third wheel\nshaft\nis disposed on a bottom of the second rigid compartment,\nwherein the\nvehicle\nbody comprises a front wheel shaft region aligned with\nthe first wheel shaft, a middle wheel shaft region aligned with the second\nwheel\nshaft, and a rear wheel shaft region aligned with the third wheel shaft,\nwherein\nthe front wheel shaft region and the middle wheel shaft region respectively\nhave\ntwo first high platform portions and two second high platform portions, and\nthe\nrear wheel shaft region has two third high platform portions;\na plurality of\nbattery\nmodules disposed in an interior of the\nvehicle\nbody\nand correspondingly located above at least one of the wheel shafts; and\na plurality of\nbattery\nreceiving boxes disposed in the interior of the\nvehicle\nbody and correspondingly located above the wheel shafts for replaceably\nreceiving the\nbattery\nmodules, wherein the\nbattery\nreceiving boxes are located\nabove the two first high platform portions, the two second high platform\nportions\nand the two third high platform portions.\n2. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 1, wherein the\nbattery\nreceiving boxes are disposed\nadjacent\n12\nto two sides of the\nvehicle\nbody, and the two sides of the\nvehicle\nbody have a\nplurality of door panels corresponding to the\nbattery\nreceiving boxes.\n3. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 1, wherein the interior of the\nvehicle\nbody has an aisle.\n4. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 3, wherein the two first high platform portions are\ndisposed on\ntwo sides of the aisle of the\nvehicle\nbody and disposed opposite to each\nother,\nthe two second high platform portions are disposed on two sides of the aisle\nof\nthe\nvehicle\nbody and disposed opposite to each other, and the two third high\nplatform portions are disposed on two sides of the aisle of the\nvehicle\nbody\nand\ndisposed opposite to each other.\n5. The\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus\naccording to claim 1, wherein the articulated\nelectric\nbus is a low-floor\narticulated\nelectric\nbus.\n6. A\nbattery\nmodule arrangement structure for an articulated\nelectric\nbus,\ncomprising:\na first rigid compartment;\na second rigid compartment;\na joint unit jointed with the first rigid compartment and the second rigid\ncompartment;\na first wheel shaft disposed on a bottom of the first rigid compartment;\na second wheel shaft disposed on the bottom of the first rigid\ncompartment;\na third wheel shaft disposed on a bottom of the second rigid compartment,\n13\nwherein the first rigid compartment comprises a front wheel shaft region\naligned with the first wheel shaft and a middle wheel shaft region aligned\nwith the\nsecond wheel shaft, the second rigid compartment comprises a rear wheel shaft\nregion aligned with the third wheel shaft, the front wheel shaft region and\nthe\nmiddle wheel shaft region respectively have two first high platform portions\nand\ntwo second high platform portions, and the rear wheel shaft region has two\nthird\nhigh platform portions;\na plurality of\nbattery\nmodules disposed in an interior of the first rigid\ncompartment and an interior of the second rigid compartment and\ncorrespondingly located above the first wheel shaft, the second wheel shaft\nand\nthe third wheel shaft; and\na plurality of\nbattery\nreceiving boxes disposed in the interior of the first\nrigid compartment and the second rigid compartment and correspondingly\nlocated above the first wheel shaft, the second wheel shaft and the third\nwheel\nshaft for replaceably receiving the\nbattery\nmodules, wherein the\nbattery\nreceiving\nboxes are located above the two first high platform portions, the two second\nhigh\nplatform portions and the two third high platform portions.\n14 | 61/654,549 | United States of America | 2012-06-01 | L'invention concerne une structure de configuration de module de batterie pour un bus électrique articulé, comprenant un corps de véhicule, une pluralité d'arbres de roue et une pluralité de modules de batterie; la pluralité d'arbres de roue est respectivement disposée sur la partie inférieure du corps de véhicule; et la pluralité de modules de batterie est disposée dans le corps de véhicule et est disposée de façon correspondante au-dessus d'au moins un de la pluralité d'arbres de roue. | True |
| 266 | Patent 3196849 Summary - Canadian Patents Database | CA 3196849 | NaN | SYSTEM AND METHOD FORBATTERYSELECTION | SYSTEME ET PROCEDE DE SELECTION DE BATTERIE | NaN | BOSE, DEEPAN C., BELLILE, AUSTIN, SEARL, JASON D., CIURLIK, KATHRYN M., JIN, ZHIHONG, DIAZ MARTINEZ, DIEGO HERNAN, CRAIN, LOGAN | NaN | 2021-10-29 | WILSON LUE LLP | English | CPS TECHNOLOGY HOLDINGS LLC | WO 2022/094204\nPCT/US2021/057238\nCLAIMS\nWhat is claimed is:\n1 . A method of selecting a\nbattery\nfor a\nvehicle\n, the method being\nperformed by a server in\ncommunication with an electronic device executing an application, the method\ncomprising;\nreceiving information from the electronic device, the information comprising:\na\nvehicle\nfactor associated with the\nvehicle\n; and\nan environmental factor associated with the\nvehicle\n, a behavioral factor\nexpected\nfor the\nvehicle\n, and an\nelectrical\nload factor associated with the\nvehicle\n;\nobtaining data associated with the\nvehicle\nfactor;\nobtaining data associated with the environmental factor, obtain data\nassociated with the\nbehavioral factor, and obtain data associated with the\nelectrical\nload factor;\nanalyzing the various data to select a\nbattery\nfor the\nvehicle\n; and\ncommunicating the selected\nbattery\nto the electronic device.\n2. The rnethod of claim 1, and further comprising:\nreceiving information from the electronic device about a\nbattery\nbeing\nreplaced;\nobtaining data associated with the\nbattery\nbeing replaced; and\nfurther analyzing the data associated with the\nbattery\nbeing replaced to\nselect the\nbattery\nfor the\nvehicle\n.\n3. The method of any of claims 1 or 2, further comprising prompting, via\nthe electronic\ndevice, a user to provide the information including at least one of the\nvehicle\nfactor, the\nenvironmental factor, the behavioral factor, and the\nelectrical\nload factor.\n4. The method of any of claims 1-3, wherein the\nvehicle\nfactor includes at\nleast one of a\nmake, model, and year of the\nvehicle\n.\n5. The method of any of claims 1-4, wherein data associated with the\nvehicle\nfactor may\ninclude powertrain, fuel type, engine size, and\nvehicle\nclassification.\n24\nCA 03196849 2023- 4- 27\nWO 2022/094204\nPCT/US2021/057238\n6. The method of any of claims 1-5, wherein the environmental factor\nincludes a location.\n7. The method of any of claims 1-6, wherein data associated with the\nenvironmental factor\nincludes climate and temperature,\n8. The method of any of claims 1-7, wherein the behavioral factor includes\nat least one of\naverage time of a commute, average milage of the commute, daily use, time in\ntraffic, and\naverage number of stops.\n9. The method of any of claims 1-8, wherein the\nelectrical\nload factor\nincludes at least one\nof electronic plug-ins and start-stop technology.\n10. The method of any of claims 1-9, wherein the data associated with the\nelectrical\nload\nfactor includes an anticipated demand.\n11, A system for selecting a\nbattery\nfor a\nvehicle\n, the system\ncomprising:\na server performing the method of claim 1; and\nan electronic device in communication with the server.\n12. The system of claim 11, wherein the electronic device includes a mobile\nelectronic\ndevice.\n13. The system of any of claims 11 or 12, wherein the electronic device\nincludes a stationary\nelectronic device.\n14. The system of any of claims 11-13, wherein the electronic device\nincludes a display to\ndisplay prompts to a user to provide the information including at least one of\nthe\nvehicle\nfactor,\nthe environmental factor, the behavioral factor, and the\nelectrical\nload\nfactor.\nCA 03196849 2023- 4- 27\nWO 2022/094204\nPCT/US2021/057238\n15. The system of claim 14, wherein the electronic device\ncommunicates the selected\nbattery\nto the user via the display.\n26\nCA 03196849 2023- 4- 27 | 63/107,835 | United States of America | 2020-10-30 | Un système et procédé de sélection d'une batterie (par ex., un sélecteur de batterie) est divulgué. Le sélecteur de batterie donné à titre d'exemple comprend une pluralité de facteurs de batterie, une pluralité de facteurs de charge électrique, une pluralité de données de cycle ou de vilebrequin, et une sortie. La sortie comprend une sélection de batterie basée sur la pluralité de facteurs de batterie, une pluralité de charges de véhicule et la pluralité de données de cycle ou de vilebrequin. | True |
| 267 | Patent 3184912 Summary - Canadian Patents Database | CA 3184912 | NaN | CRAWLERVEHICLE, CONTROL METHOD AND COMPUTER PROGRAM OF SAIDVEHICLE | VEHICULE A CHENILLES, PROCEDE DE COMMANDE ET PROGRAMME INFORMATIQUE DUDIT VEHICULE | NaN | KIRCHMAIR, MARTIN, PAOLETTI, ALBERTO | NaN | 2021-06-04 | SMART & BIGGAR LP | English | PRINOTH S.P.A. | CA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nCLAIMS\n1 . A crawler\nvehicle\n, in\nparticular for the\npreparation of ski runs; the crawler\nvehicle\n(1)\ncomprising:\n- a frame (2);\n- a cabin (8) mounted on the frame (2);\n- a first and a second drive wheel (5, 6) driven by a\nfirst and a second hydraulic motor (18, 19) respectively;\n- a\nbattery\nassembly (16, 22) and an\nelectric\nmotor\n(17) fed by the\nbattery\nassembly (16, 22), which are\nmounted on said frame (2) behind the cabin (8) and mainly\nunder the cabin (8); and\n- a power transmission assembly (20) configured to\ntransmit power from the\nelectric\nmotor (17) to said\nhydraulic motors (18, 19).\n2. The\ncrawler\nvehicle\nas claimed in Claim 1, and\ncomprising at least one tool (7) connected in movable way\nto the frame (2) and actuated by one respective further\nhydraulic motor (11; 13; 15).\n3. The crawler\nvehicle\nas claimed in Claim 2,\nwherein the power transmission assembly (20) comprises a\nfirst pump (23) hydraulically connected to the first\nhydraulic motor (18); a second pump (24) hydraulically\nconnected to the second hydraulic motor (19); at least a\nthird pump (25; 26; 27) hydraulically connected to the\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nrespective further hydraulic motor (11; 13; 15); and a\nmechanical transmission (28), which is placed between the\nelectric\nmotor (17) and the pumps (23, 24, 25; 26; 27) and\nis configured to distribute the power supplied by the\nelectric\nmotor (17) between the pumps (23, 24, 25; 26; 27);\nsaid pumps (23, 24, 25; 26; 27) being of variable\ndisplacement.\n4. The crawler\nvehicle\nas claimed in any one of the\nforegoing Claims, and comprising an inverter (21)\nconfigured to transmit\nelectric\npower from the\nbattery\nassembly (16, 22) to the\nelectric\nmotor (17).\n5. The crawler\nvehicle\nas claimed in any one of the\nforegoing Claims, and comprising an auxiliary power supply\nassembly (29); in particular, a fuel cell or an internal\ncombustion engine or a further\nbattery\nassembly.\n6. The crawler\nvehicle\nas claimed in Claim 5,\nwherein the auxiliary power supply assembly (29) is\nconfigured to charge the\nbattery\nassembly (16, 22) and is\nremovable from the crawler\nvehicle\n(1).\n7. The crawler\nvehicle\nas claimed in any one of the\nforegoing Claims, wherein the\nbattery\nassembly (16, 22) is\ncoupled to the crawler\nvehicle\n(1) in removable manner,\npreferably by means of a releasable coupling device, in\norder to facilitate the replacement of the\nbattery\nassembly\n(16, 22).\n26\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\n8. The crawler\nvehicle\nas claimed in any one of\nClaims 3 to 7, and comprising a control device (30)\nconfigured to control the power supplied by the\nelectric\nmotor (17).\n9. The crawler\nvehicle\nas claimed in Claim 8,\nwherein the control device (30) is configured to\nindependently control the speed of the\nelectric\nmotor (17)\nand the displacement of the pumps (23, 24, 25, 26, 27) in\norder to optimize the operational efficiency of the crawler\nvehicle\n(1).\n10. The crawler\nvehicle\nas claimed in Claim 9,\nwherein the control device (30) is configured to acquire\nthe speed of the\nelectric\nmotor (17) and the displacement\nof the pumps (23, 24, 25; 26; 27); and to control the speed\nof the\nelectric\nmotor (17) and the displacement of the\npumps (23, 24, 25; 26; 27) by means of respective closed\nloop controls depending respectively on the acquired speed\nof the\nelectric\nmotor (17) and the acquired displacement of\nthe pumps (23, 24, 25; 26; 27).\n11. The crawler\nvehicle\nas claimed in Claim 9 or\n10, wherein the control device (30) is configured to\nacquire a requested hydraulic power to each hydraulic motor\n(11; 13; 15; 18; 19); to control the speed of the\nelectric\nmotor (17) and/or the displacement of the respective pump\n(23; 24; 25; 26; 27) to satisfy the requested hydraulic\n27\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\npower; and to acquire the hydraulic power transmitted to\neach hydraulic motor (11; 13; 15; 18; 19).\n12. The crawler\nvehicle\nas claimed in Claim 11,\nwherein the control device (30) is configured to acquire a\nrequested running speed of the crawler\nvehicle\n(1); to\ncontrol the speed of the\nelectric\nmotor (17) and/or the\ndisplacement of the pumps (23, 24) to substantially match\nthe requested running speed; and to acquire the running\nspeed of the crawler\nvehicle\n(1).\n13. The crawler\nvehicle\nas claimed in any one of\nClaims 8 to 12, wherein the control device (30) comprises a\ncharge sensor (31) configured to acquire the charge level\nof the\nbattery\nassembly (16, 22); the control device (30)\nbeing configured to limit the power output of the\nelectric\nmotor (17) when the acquired charge level falls below a\npredetermined threshold.\n14. The crawler\nvehicle\nas claimed in Claim 13,\nwherein the control device (30) is configured to calculate\nand provide a remaining operating time of the crawler\nvehicle\n(1) based on said acquired charge level and on an\nexpected average consumption of the crawler\nvehicle\n(1).\n15. The crawler\nvehicle\nas claimed in Claim 13 or 14,\nwherein the control device (30) is configured to calculate\nand provide a maximum operating distance based on said\nacquired charge level, on an expected average consumption\n28\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nof the crawler\nvehicle\n(1) and on at least one between the\nGPS position of the crawler\nvehicle\n(1), the snowpack\ncharacteristics of the ski slopes and the driving style of\na crawler\nvehicle\noperator (1).\n16. A method of controlling a crawler\nvehicle\n; the\ncrawler\nvehicle\n(1) comprising a frame (2); two drive\nwheels (5, 6) driven by respective hydraulic motors (18,\n19); a\nbattery\nassembly (16, 22) and an\nelectric\nmotor (17)\npowered by the\nbattery\nassembly (16, 22); at least one tool\n(7) connected to the frame (2) and actuated by a respective\nfurther hydraulic motor (11; 13; 15); and a power\ntransmission assembly (20) comprising a plurality of\nvariable displacement pumps (23, 24, 25, 26, 27) and\nconfigured to transmit power from the\nelectric\nmotor (17)\nto said hydraulic motors (11, 13, 15, 18, 19); the method\ncomprising the steps of independently controlling the speed\nof the\nelectric\nmotor (17) and the displacement of the\npumps (23, 24, 25; 26; 27) in order to optimize the\noperational efficiency of the crawler\nvehicle\n(1).\n17. The method as claimed in Claim 16, and comprising\nthe steps of acquiring the speed of the\nelectric\nmotor (17)\nand acquiring the displacement of the pumps (23, 24, 25;\n26; 27); wherein the steps of independently controlling the\nspeed of the\nelectric\nmotor (17) and the displacement of\nthe plurality of pumps (23, 24, 25, 26, 27) are carried out\n29\nCA 03184912 2022-11-24\nWO 2021/245621\nPCT/IB2021/054923\nby means of respective closed-loop controls depending\nrespectively on the acquired speed of the\nelectric\nmotor\n(17) and the acquired displacement of the plurality of\npumps (23, 24, 25, 26, 27).\n18. The method as claimed in Claim 16 or 17, and\ncomprising the steps of acquiring a requested hydraulic\npower to each hydraulic motor (11; 13; 15; 18; 19);\ncontrolling the speed of the\nelectric\nmotor (17) and/or the\ndisplacement of the respective pump (23; 24; 25; 26; 27) to\nsatisfy the requested hydraulic power; and acquiring the\nhydraulic power transmitted to each hydraulic motor (18,\n19).\n19. The method as claimed in Claim 18, and comprising\nthe steps of acquiring a requested running speed of the\ncrawler\nvehicle\n(1); controlling the speed of the\nelectric\nmotor (17) and/or the displacement of the pumps (23, 24) to\nsubstantially match the requested running speed; and\nacquiring the running speed of the crawler\nvehicle\n(1).\n20. A computer program configured to control a\ncrawler\nvehicle\n(1) and directly loadable into a memory of\nthe computer (36) to carry out the method steps of any one\nof claims 16 to 19 when the program is implemented by the\ncomputer (36).\n21. A program product comprising a readable medium on\nwhich the program of Claim 20 is stored. | 102020000013378 | Italy | 2020-06-05 | L'invention concerne un véhicule à chenilles pour la préparation de pistes de ski, qui comprend un châssis (2) ; une cabine (8) montée sur le châssis (2) ; des première et seconde roues d'entraînement (5, 6) entraînées par des premier et second moteurs hydrauliques (18, 19), respectivement ; un ensemble batterie (16, 22) et un moteur électrique (17) alimenté par l'ensemble batterie (16, 22), qui sont montés sur ledit châssis (2) derrière la cabine (8) et principalement sous la cabine (8) ; et un ensemble transmission de puissance (20) configuré pour transmettre de la puissance provenant du moteur électrique (17) auxdits moteurs hydrauliques (18, 19). | True |
| 268 | Patent 3227981 Summary - Canadian Patents Database | CA 3227981 | NaN | POWER DISTRIBUTION MODULES FORELECTRICDRIVETRAINS | MODULES DE DISTRIBUTION D'ENERGIE POUR GROUPES MOTOPROPULSEURS | NaN | MCKIBBEN, ETHAN J., COUPAL-SIKES, ERIC M., SLOAN, TODD F., FORSBERG, CHRIS, TYERMAN, LANDON, MOLONEY, RYAN J. | NaN | 2022-08-19 | AIRD & MCBURNEY LP | English | HEXAGON PURUS NORTH AMERICA HOLDINGS INC. | CA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n\\THAT IS CLAIMED IS:\n1. A power distribution unit, comprising:\na housing;\na cable junction disposed on an exterior of the housing;\none or rnore fuses disposed in the housing configured to interrupt current\nflow through the power distribution unit;\na contactor disposed in the housing and configured to interrupt a current\nflow from the power distribution unit to a loakt and\na charge circuit disposed in the housing and configured to direct current\nfrom a DC power source to a\nvehicle\nbattery\nassembly, the charge circuit\ncomprising one or more fuses and one or more contactors configured to\ninterrupt a current flow from the DC power source to the\nvehicle\nbattery\nassembly.\n2. The power distribution unit of Claim 1, wherein the charge circuit is a\nfirst\ncharge circuit and further comprising a second charge circuit disposed in the\nhousing\nconfigured to receive current from an A.0 power source and to direct the\ncurrent flow to a\nvehicle\nbattery\n.\n3. A power distribution. assembly, comprising the power distribution unit\nof Claim\n"t and a mounting system comprising a frame rail interface disposed along\nlateral sides of the\npower distribution assembly, an upper tray, and a cable strain relief module\non a forward facing\nside of the power distribution assembly, the power distribution unit supported\nfrom above by\nthe mounting system.\n4. The power distribution assembly of Claim 3, wherei n the cable junction\nof the\npower distribution unit is aligned with a cable management component of the\ncable strain relief\nmodulo\n5. The power distribution assembly of Claim 3, wherein the fratne rail\ninterface\ncotnprises a first bracket having a vertical portion configured to engage an\ninwardly facing\nsurface of a first C-shaped frame rail and a horizontal portion configured to\nbe disposed over\na transverse surface of the first C-shaped frame rail and a second bracket\nconfigured to couple\nwith a second C-shaped frame rail opposite the first C-shaped frame rail, the\nsecond bracket\nhaving a vertical portion configured to engage an inwardly facing surface of\nthe second C-\n-36-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\nshaped frame rail and a horizontal portion configured to be disposed over a\ntransverse surface\nof the second C-shaped frame rail.\n6. The power distribution assembly of Claim 5, wherein the upper tray is\nsupported on a first lateral portion by the first bracket and on a second\nlateral portion by the\nsecond bracket, and further comprising a charge circuit supported on a lower\nside of the upper\ntray above the housing of the power distribution unit, the charge circuit\nconfigured to receive\ncurrent from an AC power source and to direct the current to a\nvehicle\nbattery\nto charge the\nvehicle\nbattery\n.\n7. The power distribution assembly of Claim 6, further comprising a\ntraction\ninverter coupled with an upper side of the upper tray, the traction inverter\nconfigured to be\ncoupled to the cable junction to receive power from the power distribution\nunit and to be\ncoupled with an\nelectric\nmotor to deliver current to the\nelectric\nmotor to\napply torque to a\nvehicle\naxle.\n8. The power distribution assembly of Claim 7, further a powertrain control\nmodule configured to regulate the current flow through the traction inverter\nto an\nelectric\nmotor\ncoupled with the power distribution assembly.\n9. The power distribution assernbly of Clairn 3, further comprising a debris\ndeflector\ncoupled with the frame rail interface along at least one of the lateral sides\nof the power\ndistribution assembly, the debris deflector enclosing a bottom side and\nlateral sides of the\npower distribution unit and leaving unobstructed access for power cables to\nthe cable junction.\n10. A power distribution system comprising the power distribution assembly\nof\nClaim 5, wherein the mounting system comprises a first mounting system and\nfurther\ncomprising a second mounting system, the second mounting system comprising a\nsecond frame\nrail interface and a second upper tray, and further comprising a traction\ninverter coupled with\nan upper side of the second upper tray, a traction motor configured to be\ncoupled to the cable\njunction by way of the cable strain relief module of the first mounting system\nto receive power\nfrom the power distribution unit and to be coupled with an\nelectric\nmotor to\ndeliver current to\nthe\nelectric\nmotor to apply torque to a\nvehicle\naxle.\n11. The power distribution system of Claim 10, further comprising a\npowertrain\ncontrol module coupled with the second upper tray, the powertrain control\nmodule configured\n-37-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\nto regulate the current flow through the traction inverter to the\nelectric\nmotor coupled with the\npower distribution system.\n12. The power distribution systetn of Claim 10, further cotnprising a\ndebris\ndeflector coupled with the second mounting system, the debris deflector\ncomprising a forward\ndeflector panel and a rearward deflector panel.\n13. The power distribution system of Claim 12, further comprising a debris\ndeflector being coupled with the first mounting system and enclosing a bottom\nside and lateral\nsides of the power distribution unit, the debris deflector being coupled with\nthe first mounting\nsystem leaving unobstructed access for power cables to the cable junction.\n14. The power distribution system of Claim 10, further comprising a forward\ndebris\ndeflector- coupled with the first mounting system and a rearward debris\ndeflector coupled with\nthe second mounting system, the forward debris deflector providing a first\nground clearance\nand the rearward debris deflector providing a second ground clearance greater\nthan the first\nground clearance.\n15. .A\nvehicle\nassembly, comprising:\nthe power distribution assembly of claim 1; and\na\nbattery\nassembly comprising:\na\nbattery\nhousing configured to house one or more\nbattery\nunits; and\na charge inlet assembly coupled to the\nbattery\nhousing, the charge inlet\nassembly including a charge inlet configured to receive\nelectrical\ncharge from\na. charge plug, and a charge inlet housing coupled to the\nbattery\nhousin.g,\nwherein the charge inlet assembly is disposed on a forward facing side\nof the\nbattery\nhousing.\n16. The\nvehicle\nassembly of Claim 15, wherein the charge inlet assembly\nfurther\ncomprises a door configured to cover and protect the charge inlet.\n17. The\nvehicle\nassembly of Claim 15, further comprising a step assembly\nhaving one\nor tnore steps and configured to span a longitudinal length of the charge\ninlet housing and the\nbattery\nhousing.\n18. The\nvehicle\nassembly of Claim 17, wherein the step assembly includes an\naperture\nlocated on a face of the step assembly corresponding to a receptacle of the\ncharge inlet\nassembly.\n-38-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n19. The\nvehicle\nassembly of Claim 18, wherein the aperture of the step\nassembly is\naligned with a door hinge of the\nelectric\nvehicle\n.\n20. The\nvehicle\nassembly of Claitn 18, wherein the step assembly includes\none or\nmore impact features configured to protect one or both of the\nbattery\nhousing\nand the charge\ninlet assembly from impact.\n21. The\nvehicle\nassembly of Claim 15, wherein the charge inlet assembly\nfurther\ncomprises one or more charge status lights configured to indicate a charge\nstatus of the one or\nmore\nbattery\nunits.\n22. A power distribution assembly, comprisine:\na rnounting systern comprising a frarne rail interface disposed along lateral\nsides of the power distribution assembly; and.\na power distribution unit cornprising:\na housing having an upper portion coupled with the frarne rail interface\nand a lower portion disposed below the mounting system, the lower portion\ncomprising an access panel;\na cable junction disposed on an exterior of the housing;\none or more fuses disposed in the housing configured to interrupt current\nflow through the power distribution unit;\na contactor disposed in the housing and configured to interrupt current\nflow from the power distribution unit to a load; and\na charge circuit disposed in the housing and configured to direct current\nfrom a DC power source to a\nvehicle\nbattery\nassembly, the charge circuit\ncomprising one or more fuses and/or one or more contactors configured to\ninterrupt a current flow from the DC power source to the\nvehicle\nbattery\nassembly.\n23. The power distribution assembly of Claim 22, wherein the mounting\nsystem\nfurther comprises an upper tray disposed over the power distribution unit and\nan AC charge\ncircuit coupled with the upper tray above the power distribution unit.\n24. The power distribution assetnbly of Claitn 22, wherein the mounting\nsystem\nfurther comprises a cable strain relief module configured to reduce strain in\na high voltage\ncable coupled with the power distribution unit.\n-39-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n25. The power distribution assembly of Claim 24, wherein the cable strain\nrelief\nmodule is configured to be disposed between the power distribution unit and a\nbattery\nassembly\nin a\nelectric\ndrivetrain systetn.\n26. A\nvehicle\nassembly, cotnprising:\na\nvehicle\nchassis comprising a longitudinal fratne rail having a concave cross-\nsection oriented toward a central vertical plane of the\nvehicle\nchassis such\nthat a\nhorizontal surface extends inwardly frotn a vertical surface of the\nlongitudinal frame\nrail;\na\nbattery\npack coupled with the\nvehicle\nchassis and disposed at least\npartially\nbelow the longitudinal frame rail; and\na power distribution assembly, comprising:\na mounting system comprising a bracket having a vertical portion\noverlapping the vertical surface of the longitudinal frame rail and a\nhorizontal\nportion resting on the horizontal surface of the longitudinal frarne rail, the\nvertical surface and the horizontal surface comprising a clearance opening;\nand\na power distribution unit coupled with the mounting system,\ncomprising:\na cable junction facing and disposed adjacent to a rear surface of\nthe\nbattery\npack;\none or more fuses configured to interrupt current flow through\nthe power distribution unit;\na contactor configured to interrupt a current flow from the power\ndistribution unit to a. load; and\na charge circuit configured to direct current from a DC power\nsource to the\nbattery\npack, the charge circuit comprising one or more\nfuses and one or more contactors configured to interrupt a current flow\nfrotn the DC power source to the\nbattery\npack;\nwherein the mounting systetn further comprises a fastener disposed\naround the longitudinal frame rail, passing through the clearance opening to\nenclose the bracket and the longitudinal frame rail.\n-40-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n27. The\nvehicle\nassembly of claitn 26, wherein the\nbattery\npack further\ncotnprises a\ncharge inlet assetnbly coupled to a\nbattery\npack housing, the charge inlet\nassernbly having a\ncharge inlet configured to receive\nelectrical\ncharge plug.\n28. The\nvehicle\nassernbly of claim 27, wherein the charge inlet assembly is\ndisposed\nbetween a forward facing side of the\nbattery\nassernbly and a front of the\nvehicle\nassetnbly.\n29. The\nvehicle\nassernbly of claim 27, wherein the charge inlet assembly\nfurther\ncomprises a door configured to cover and protect the charge inlet.\n30. The\nvehicle\nassernbly of claim 27, wherein the\nbattery\npack further\ncomprises a\nstep assembly having one or more steps and configured to span at least a\nportion of a lateral\nedge of a charge inlet housing and the\nbattery\npack housing.\n-41- | 63/237,468 | United States of America | 2021-08-26 | L'invention concerne un ensemble de distribution d'énergie comprenant un système de montage et une unité de distribution d'énergie. Le système de montage présente une interface de longeron de châssis disposée le long de côtés latéraux de l'ensemble de distribution d'énergie. L'unité de distribution d'énergie comprend un boîtier et une jonction de câble disposée sur une partie extérieure du boîtier. Le boîtier présente une partie supérieure couplée à l'interface de longeron de châssis et une partie inférieure disposée au-dessous du système de montage. L'unité de distribution d'énergie comprend un ou plusieurs fusible(s), un contacteur et un circuit de charge disposés dans le boîtier. La partie inférieure du boîtier comprend un panneau d'accès accessible depuis le dessous d'un véhicule auquel l'ensemble de distribution d'énergie est couplé. Un tel accès peut être obtenu par retrait d'un déflecteur de débris et du boîtier. L'ensemble de distribution d'énergie peut être couplé électriquement à un ensemble batterie et à un ensemble d'entrée de charge, qui peut être couplé à l'ensemble batterie. | True |
| 269 | Patent 2424743 Summary - Canadian Patents Database | CA 2424743 | NaN | ELECTRICSCOOTER WITH ON-BOARD CHARGING SYSTEM | SCOOTER ELECTRIQUE DOTE D'UN SYSTEME DE CHARGEMENT EMBARQUE | NaN | HUGHES, PETER S., BALDWIN, JAMES DANIEL | NaN | 2001-09-25 | GOWLING LAFLEUR HENDERSON LLP | English | VECTRIX CORPORATION, PARKER-HANNIFIN CORPORATION | THE CLAIMS\nWhat is claimed is:\n1. A two wheeled\nelectric\nscooter comprising:\na scooter frame including a compartment shaped and sized to accommodate a\nbattery\npower supply;\nan\nelectric\nmotor connected to said\nbattery\npower supply via at least one\nswitch, the\nelectric\nmotor configured to drive a rear wheel of the scooter;\nan onboard power source configured to charge the\nbattery\npower supply;\na first charging circuit configured to connect the onboard power source to the\nbattery\npower supply;\na second charging circuit configured to connect the\nbattery\npower supply to an\nexternal power source; and\na motor controller circuit connected to the motor and configured to charge the\nbattery\npower supply upon deceleration of the scooter.\n2. The\nelectric\nscooter of claim 1, wherein:\nthe onboard power supply comprises a fuel cell configured to trickle charge\nthe\nbattery\nsupply via said first circuit; and\na fuel tank configured to hold a fuel suitable for running the fuel cell.\n3. The\nelectric\nscooter according to claim 2, wherein the trickle charge\noutput\nby the fuel cell is less than 2 amps.\n4. The\nelectric\nvehicle\naccording to claim 2, wherein the fuel is one from the\ngroup consisting of hydrogen and methanol.\n5. The\nelectric\nvehicle\naccording to claim 1, wherein the onboard power\nsource comprises an internal combustion engine configured to drive a\nmechanical\ncharging unit connected to charge the\nbattery\npower supply; and\na fuel tank configured to hold a fuel suitable for running the internal\ncombustion engine.\n12\n6. The\nelectric\nscooter according to claim 5, wherein the engine and\nmechanical charging unit cooperate to output a maximum\nelectrical\ncurrent of\n10\namps DC.\n7. The\nelectric\nvehicle\naccording to claim 1, wherein the\nbattery\npower supply\nhas a voltage of at least 100 volts.\n8. The two wheeled\nelectric\nscooter according to claim 1, wherein the first\ncharging circuit comprises a boost converter which receives a first voltage\noutput by\nthe fuel cell and outputs a second voltage to the\nbattery\npower supply, the\nsecond\nvoltage being greater than the first voltage.\n9. A two wheeled\nelectric\nscooter comprising:\na scooter frame including a compartment shaped and sized to accommodate a\nbattery\npower supply;\nan\nelectric\nmotor connected to said\nbattery\npower supply via at least one\nswitch, the\nelectric\nmotor configured to drive a rear wheel of the scooter;\nat least one fuel cell configured to trickle charge the\nbattery\nsupply;\na first charging circuit configured to connect the fuel cell to the\nbattery\npower\nsupply so as to charge the\nbattery\npower supply;\na fuel tank configured to hold a fuel suitable for running the fuel cell;\na second charging circuit configured to connect the\nbattery\npower supply to an\nexternal power source; and\na motor controller circuit connected to the motor and configured to charge the\nbattery\npower supply upon deceleration of the scooter.\n10. The two wheeled\nelectric\nscooter according to claim 9, wherein the first\ncharging circuit comprises a boost converter which receives a first voltage\noutput by\nthe fuel cell and outputs a second voltage to the\nbattery\npower supply, the\nsecond\nvoltage being greater than the first voltage.\n13\n11. The\nelectric\nscooter according to claim 9, wherein the trickle charge\noutput by the fuel cell is less than 2 amps.\n12. The\nelectric\nvehicle\naccording to claim 11, wherein the fuel is one from\nthe group consisting of hydrogen and methanol.\n13. The\nelectric\nvehicle\naccording to claim 12, wherein the\nbattery\npower\nsupply has a voltage of at least 100 volts.\n14. A two wheeled\nelectric\nscooter comprising:\na scooter frame including a compartment shaped and sized to accommodate a\nbattery\npower supply having a voltage of at least 100 volts;\nan\nelectric\nmotor connected to said\nbattery\npower supply via at least one\nswitch, the\nelectric\nmotor configured to drive a rear wheel of the scooter;\nfuel cell configured to trickle charge the\nbattery\nsupply, the fuel cell\nrunning\non either hydrogen or methanol, the fuel cell outputting a trickle charge of\nless than 2\namps;\na first charging circuit configured to connect the fuel cell to the\nbattery\npower\nsupply so as to charge the\nbattery\npower supply, the first charging circuit\nincluding a\nboost converter which receives a first voltage output by the fuel cell and\noutputs a\nsecond voltage to the\nbattery\npower supply, the second voltage being greater\nthan the\nfirst voltage;\na fuel tank configured to hold the hydrogen or methanol fuel;\na second charging circuit configured to connect the\nbattery\npower supply to an\nexternal power source; and\na motor controller circuit connected to the motor and configured to charge the\nbattery\npower supply upon deceleration of the scooter.\n14 | 09/679,408 | United States of America | 2000-10-04 | L'invention concerne un scooter électrique à deux roues dont la source principale d'alimentation réside dans ses batteries qui fournissent plus de 100 volts. Le scooter est pourvu d'un système de recharge embarqué afin de recharger les batteries. De même, le système de recharge embarqué n'est pas sollicité pour produire la source d'alimentation principale en conditions de fonctionnement et d'accélération. Un système de recharge peut être appliqué soit comme une pile à combustible qui charge lentement la batterie ou comme un moteur à combustion interne qui recharge la batterie grâce à une unité de chargement mécanique comme un alternateur ou un générateur. Une caractéristique de freinage régénérateur permet également de conserver plus d'énergie en faisant tourner le moteur en arrière afin de recharger les batteries lors du freinage. Des connexions permettent le branchement d'une source d'alimentation externe comme une sortie de courant alternatif dans le scooter afin de fournir un mécanisme d'appoint pour recharger les batteries. | True |
| 270 | Patent 3227981 Summary - Canadian Patents Database | CA 3227981 | NaN | POWER DISTRIBUTION MODULES FORELECTRICDRIVETRAINS | MODULES DE DISTRIBUTION D'ENERGIE POUR GROUPES MOTOPROPULSEURS | NaN | MCKIBBEN, ETHAN J., COUPAL-SIKES, ERIC M., SLOAN, TODD F., FORSBERG, CHRIS, TYERMAN, LANDON, MOLONEY, RYAN J. | NaN | 2022-08-19 | AIRD & MCBURNEY LP | English | HEXAGON PURUS NORTH AMERICA HOLDINGS INC. | CA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n\\THAT IS CLAIMED IS:\n1. A power distribution unit, comprising:\na housing;\na cable junction disposed on an exterior of the housing;\none or rnore fuses disposed in the housing configured to interrupt current\nflow through the power distribution unit;\na contactor disposed in the housing and configured to interrupt a current\nflow from the power distribution unit to a loakt and\na charge circuit disposed in the housing and configured to direct current\nfrom a DC power source to a\nvehicle\nbattery\nassembly, the charge circuit\ncomprising one or more fuses and one or more contactors configured to\ninterrupt a current flow from the DC power source to the\nvehicle\nbattery\nassembly.\n2. The power distribution unit of Claim 1, wherein the charge circuit is a\nfirst\ncharge circuit and further comprising a second charge circuit disposed in the\nhousing\nconfigured to receive current from an A.0 power source and to direct the\ncurrent flow to a\nvehicle\nbattery\n.\n3. A power distribution. assembly, comprising the power distribution unit\nof Claim\n"t and a mounting system comprising a frame rail interface disposed along\nlateral sides of the\npower distribution assembly, an upper tray, and a cable strain relief module\non a forward facing\nside of the power distribution assembly, the power distribution unit supported\nfrom above by\nthe mounting system.\n4. The power distribution assembly of Claim 3, wherei n the cable junction\nof the\npower distribution unit is aligned with a cable management component of the\ncable strain relief\nmodulo\n5. The power distribution assembly of Claim 3, wherein the fratne rail\ninterface\ncotnprises a first bracket having a vertical portion configured to engage an\ninwardly facing\nsurface of a first C-shaped frame rail and a horizontal portion configured to\nbe disposed over\na transverse surface of the first C-shaped frame rail and a second bracket\nconfigured to couple\nwith a second C-shaped frame rail opposite the first C-shaped frame rail, the\nsecond bracket\nhaving a vertical portion configured to engage an inwardly facing surface of\nthe second C-\n-36-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\nshaped frame rail and a horizontal portion configured to be disposed over a\ntransverse surface\nof the second C-shaped frame rail.\n6. The power distribution assembly of Claim 5, wherein the upper tray is\nsupported on a first lateral portion by the first bracket and on a second\nlateral portion by the\nsecond bracket, and further comprising a charge circuit supported on a lower\nside of the upper\ntray above the housing of the power distribution unit, the charge circuit\nconfigured to receive\ncurrent from an AC power source and to direct the current to a\nvehicle\nbattery\nto charge the\nvehicle\nbattery\n.\n7. The power distribution assembly of Claim 6, further comprising a\ntraction\ninverter coupled with an upper side of the upper tray, the traction inverter\nconfigured to be\ncoupled to the cable junction to receive power from the power distribution\nunit and to be\ncoupled with an\nelectric\nmotor to deliver current to the\nelectric\nmotor to\napply torque to a\nvehicle\naxle.\n8. The power distribution assembly of Claim 7, further a powertrain control\nmodule configured to regulate the current flow through the traction inverter\nto an\nelectric\nmotor\ncoupled with the power distribution assembly.\n9. The power distribution assernbly of Clairn 3, further comprising a debris\ndeflector\ncoupled with the frame rail interface along at least one of the lateral sides\nof the power\ndistribution assembly, the debris deflector enclosing a bottom side and\nlateral sides of the\npower distribution unit and leaving unobstructed access for power cables to\nthe cable junction.\n10. A power distribution system comprising the power distribution assembly\nof\nClaim 5, wherein the mounting system comprises a first mounting system and\nfurther\ncomprising a second mounting system, the second mounting system comprising a\nsecond frame\nrail interface and a second upper tray, and further comprising a traction\ninverter coupled with\nan upper side of the second upper tray, a traction motor configured to be\ncoupled to the cable\njunction by way of the cable strain relief module of the first mounting system\nto receive power\nfrom the power distribution unit and to be coupled with an\nelectric\nmotor to\ndeliver current to\nthe\nelectric\nmotor to apply torque to a\nvehicle\naxle.\n11. The power distribution system of Claim 10, further comprising a\npowertrain\ncontrol module coupled with the second upper tray, the powertrain control\nmodule configured\n-37-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\nto regulate the current flow through the traction inverter to the\nelectric\nmotor coupled with the\npower distribution system.\n12. The power distribution systetn of Claim 10, further cotnprising a\ndebris\ndeflector coupled with the second mounting system, the debris deflector\ncomprising a forward\ndeflector panel and a rearward deflector panel.\n13. The power distribution system of Claim 12, further comprising a debris\ndeflector being coupled with the first mounting system and enclosing a bottom\nside and lateral\nsides of the power distribution unit, the debris deflector being coupled with\nthe first mounting\nsystem leaving unobstructed access for power cables to the cable junction.\n14. The power distribution system of Claim 10, further comprising a forward\ndebris\ndeflector- coupled with the first mounting system and a rearward debris\ndeflector coupled with\nthe second mounting system, the forward debris deflector providing a first\nground clearance\nand the rearward debris deflector providing a second ground clearance greater\nthan the first\nground clearance.\n15. .A\nvehicle\nassembly, comprising:\nthe power distribution assembly of claim 1; and\na\nbattery\nassembly comprising:\na\nbattery\nhousing configured to house one or more\nbattery\nunits; and\na charge inlet assembly coupled to the\nbattery\nhousing, the charge inlet\nassembly including a charge inlet configured to receive\nelectrical\ncharge from\na. charge plug, and a charge inlet housing coupled to the\nbattery\nhousin.g,\nwherein the charge inlet assembly is disposed on a forward facing side\nof the\nbattery\nhousing.\n16. The\nvehicle\nassembly of Claim 15, wherein the charge inlet assembly\nfurther\ncomprises a door configured to cover and protect the charge inlet.\n17. The\nvehicle\nassembly of Claim 15, further comprising a step assembly\nhaving one\nor tnore steps and configured to span a longitudinal length of the charge\ninlet housing and the\nbattery\nhousing.\n18. The\nvehicle\nassembly of Claim 17, wherein the step assembly includes an\naperture\nlocated on a face of the step assembly corresponding to a receptacle of the\ncharge inlet\nassembly.\n-38-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n19. The\nvehicle\nassembly of Claim 18, wherein the aperture of the step\nassembly is\naligned with a door hinge of the\nelectric\nvehicle\n.\n20. The\nvehicle\nassembly of Claitn 18, wherein the step assembly includes\none or\nmore impact features configured to protect one or both of the\nbattery\nhousing\nand the charge\ninlet assembly from impact.\n21. The\nvehicle\nassembly of Claim 15, wherein the charge inlet assembly\nfurther\ncomprises one or more charge status lights configured to indicate a charge\nstatus of the one or\nmore\nbattery\nunits.\n22. A power distribution assembly, comprisine:\na rnounting systern comprising a frarne rail interface disposed along lateral\nsides of the power distribution assembly; and.\na power distribution unit cornprising:\na housing having an upper portion coupled with the frarne rail interface\nand a lower portion disposed below the mounting system, the lower portion\ncomprising an access panel;\na cable junction disposed on an exterior of the housing;\none or more fuses disposed in the housing configured to interrupt current\nflow through the power distribution unit;\na contactor disposed in the housing and configured to interrupt current\nflow from the power distribution unit to a load; and\na charge circuit disposed in the housing and configured to direct current\nfrom a DC power source to a\nvehicle\nbattery\nassembly, the charge circuit\ncomprising one or more fuses and/or one or more contactors configured to\ninterrupt a current flow from the DC power source to the\nvehicle\nbattery\nassembly.\n23. The power distribution assembly of Claim 22, wherein the mounting\nsystem\nfurther comprises an upper tray disposed over the power distribution unit and\nan AC charge\ncircuit coupled with the upper tray above the power distribution unit.\n24. The power distribution assetnbly of Claitn 22, wherein the mounting\nsystem\nfurther comprises a cable strain relief module configured to reduce strain in\na high voltage\ncable coupled with the power distribution unit.\n-39-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n25. The power distribution assembly of Claim 24, wherein the cable strain\nrelief\nmodule is configured to be disposed between the power distribution unit and a\nbattery\nassembly\nin a\nelectric\ndrivetrain systetn.\n26. A\nvehicle\nassembly, cotnprising:\na\nvehicle\nchassis comprising a longitudinal fratne rail having a concave cross-\nsection oriented toward a central vertical plane of the\nvehicle\nchassis such\nthat a\nhorizontal surface extends inwardly frotn a vertical surface of the\nlongitudinal frame\nrail;\na\nbattery\npack coupled with the\nvehicle\nchassis and disposed at least\npartially\nbelow the longitudinal frame rail; and\na power distribution assembly, comprising:\na mounting system comprising a bracket having a vertical portion\noverlapping the vertical surface of the longitudinal frame rail and a\nhorizontal\nportion resting on the horizontal surface of the longitudinal frarne rail, the\nvertical surface and the horizontal surface comprising a clearance opening;\nand\na power distribution unit coupled with the mounting system,\ncomprising:\na cable junction facing and disposed adjacent to a rear surface of\nthe\nbattery\npack;\none or more fuses configured to interrupt current flow through\nthe power distribution unit;\na contactor configured to interrupt a current flow from the power\ndistribution unit to a. load; and\na charge circuit configured to direct current from a DC power\nsource to the\nbattery\npack, the charge circuit comprising one or more\nfuses and one or more contactors configured to interrupt a current flow\nfrotn the DC power source to the\nbattery\npack;\nwherein the mounting systetn further comprises a fastener disposed\naround the longitudinal frame rail, passing through the clearance opening to\nenclose the bracket and the longitudinal frame rail.\n-40-\nCA 03227981 2024-01-30\nWO 2023/027961 PCT/US2022/040914\n27. The\nvehicle\nassembly of claitn 26, wherein the\nbattery\npack further\ncotnprises a\ncharge inlet assetnbly coupled to a\nbattery\npack housing, the charge inlet\nassernbly having a\ncharge inlet configured to receive\nelectrical\ncharge plug.\n28. The\nvehicle\nassernbly of claim 27, wherein the charge inlet assembly is\ndisposed\nbetween a forward facing side of the\nbattery\nassernbly and a front of the\nvehicle\nassetnbly.\n29. The\nvehicle\nassernbly of claim 27, wherein the charge inlet assembly\nfurther\ncomprises a door configured to cover and protect the charge inlet.\n30. The\nvehicle\nassernbly of claim 27, wherein the\nbattery\npack further\ncomprises a\nstep assembly having one or more steps and configured to span at least a\nportion of a lateral\nedge of a charge inlet housing and the\nbattery\npack housing.\n-41- | 63/237,468 | United States of America | 2021-08-26 | L'invention concerne un ensemble de distribution d'énergie comprenant un système de montage et une unité de distribution d'énergie. Le système de montage présente une interface de longeron de châssis disposée le long de côtés latéraux de l'ensemble de distribution d'énergie. L'unité de distribution d'énergie comprend un boîtier et une jonction de câble disposée sur une partie extérieure du boîtier. Le boîtier présente une partie supérieure couplée à l'interface de longeron de châssis et une partie inférieure disposée au-dessous du système de montage. L'unité de distribution d'énergie comprend un ou plusieurs fusible(s), un contacteur et un circuit de charge disposés dans le boîtier. La partie inférieure du boîtier comprend un panneau d'accès accessible depuis le dessous d'un véhicule auquel l'ensemble de distribution d'énergie est couplé. Un tel accès peut être obtenu par retrait d'un déflecteur de débris et du boîtier. L'ensemble de distribution d'énergie peut être couplé électriquement à un ensemble batterie et à un ensemble d'entrée de charge, qui peut être couplé à l'ensemble batterie. | True |
| 271 | Patent 2792238 Summary - Canadian Patents Database | CA 2792238 | NaN | SYSTEM, DEVICES AND METHOD FOR CHARGING ABATTERYOF ANELECTRICVEHICLE | SYSTEME, DISPOSITIFS ET PROCEDE POUR LE CHARGEMENT D'UNE BATTERIE D'UN VEHICULE ELECTRIQUE | NaN | BOUMAN, CRIJN | 2018-06-19 | 2011-03-03 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | ABB E-MOBILITY B.V. | 15\nCLAIMS:\n1. An energy exchange station for a\nbattery\nof at least one\nelectric\nvehicle\n,\nthe energy exchange\nstation comprising:\n- at least one power output for a\nvehicle\n;\n- at least one data communication port for communication with an\nelectric\nvehicle\nand that determines\nwhich among an AC voltage, a DC voltage, or an AC voltage and a DC voltage, a\nvehicle\nis able to be\ncharged with;\n- a plurality of power supplies, comprising\n.circle. at least one AC power supply; and\n.circle. at least one DC power supply;\n- a controller, for controlling power supplied from the AC power supply\nand/or DC power supply to the\nat least one power output,\nwherein:\n- at least one controllable switch is provided for coupling the at least\none power output to any of the\nplurality of power supplies;\n- the controller controls the switch at least based on the determination\nvia the data communication port\nand the energy exchange station is external to the at least one\nelectric\nvehicle\n, and\n- the controller is coupled to the at least one data communication port for\ncommunication with the\nelectric\nvehicle\n.\n2. The energy exchange station according to claim 1, wherein the at least one\ndata\ncommunication port is used to control an on-board charger of\nvehicles\nduring\noperation.\n3. The energy exchange station according to claim 1, wherein the at least one\ndata\ncommunication port is configured for communication with a communication system\nin a\nvehicle\nduring\noperation.\n16\n4. The energy exchange station according to claim 1, wherein the at least one\ndata\ncommunication port is configured for communication by: binary signaling,\nserial data communication,\npower line communication, PWM signaling, wireless communication, CAN-bus\ncommunication,\ncommunication over Ethernet or communication according to a data communication\nprotocol.\n5. The energy exchange station according to claim 1, wherein:\n- the at least one data communication port for determining is configured for\ndetecting a presence of an\non-board\nbattery\ncharger of a\nvehicle\n;\n- the controller is configured to switch the output to an AC power supply when\nan on-board\nbattery\ncharger is detected; and\n- the controller is configured to switch the output to a DC power supply when\na direct connection to the\nbattery\nis determined.\n6. The energy exchange station according to claim 1, wherein the controller is\nconfigured to\nswitch to the AC power supply after an interval of being switched to the DC\npower supply, to firstly charge\na\nbattery\nfast on DC power, and to secondly continue charging the\nbattery\nslower on AC power.\n7. The energy exchange station according to claim 1, configured to output AC\npower and DC\npower simultaneously.\n8. The energy exchange station according to claim 7, wherein the AC and DC\npower are\ndelivered to a same output, for charging a\nbattery\nof a\nvehicle\ndirectly with\nDC power, and via an on-\nboard\nbattery\ncharger with AC power indirectly.\n9. The energy exchange station according to claim 1, wherein the DC power\nsupply comprises a\npower converter, for delivering a switched DC power.\n17\n10. The energy exchange station according to claim 1, wherein controlling of\nthe at least one\ncontrollable switch is based on external parameters, such as power available\nat at least one of the power\ninputs, and/or power required from\nelectric\nvehicles\nat further power outputs.\n11. The energy exchange station according to claim 1, wherein controlling the\nat least one\ncontrollable switch is performed based on input by a data processing device,\nsuch as an external decision\nmaking facility.\n12. The energy exchange station according to claim 1, configured to control a\ncharging power of\nan on-board charger via a data communication connection with a\nvehicle\n.\n13. The energy exchange station according to claim 1, comprising a\nconnector for\nconnecting a\nvehicle\nto the output, the connector being configured for both AC\nand DC power transfer.\n14. The energy exchange station according to claim 1, wherein data\ncommunication is performed\nover at least some pins of a connector used for exchanging AC and/or DC power,\nby superimposing a\ncommunications signal onto a power exchange.\n15. The energy exchange station according to claim 1, comprising a power\nconnector, configured\nfor:\n- exchanging multi-phase AC power via multiple power contacts of the\npower connector when a\nvehicle\nis charged with AC power; and\n- exchanging DC power via at least two contacts of said power connector\nwhen charging a\nvehicle\nwith\nDC power.\n16. The energy exchange station according to claim 15, wherein exchanging DC\npower takes\nplace via two sets of contacts, each set comprising at least one contact used\nfor AC power exchange.\n18\n17. The energy exchange station according to claim 15, wherein data\ncommunication is\nperformed over at least some pins used for exchanging AC and/or DC power.\n18. The energy exchange station according to claim 15, wherein the power\nconnector comprises\nat least one connection for data transfer.\n19. The energy exchange station according to claim 15, wherein the power\nconnector comprises\na pair of connectors for data transfer, configured to be shortcut when a\nvehicle\nis configured for AC\ncharging.\n20. An\nelectric\nvehicle\n, configured for being charged via the energy exchange\nstation according to\nclaim 1, the\nvehicle\ncomprising:\n- a\nbattery\n;\n- an on-board charger;\n- a power input, for receiving charging power;\n- a switch, for coupling the power input directly to the\nbattery\nor via the\non-board charger to the\nbattery\n;\n- a controller, for controlling the switch; and\n- data communication means, for communicating suitable charging protocols\nfor the\nvehicle\nto the\nexchange station.\n21. The\nvehicle\naccording to claim 20, wherein a determination of presence of\nAC or DC is\nenabled via the data communication means of the\nvehicle\nand the energy\nexchange station, and wherein\nthe controller is configured to couple the power input to the charger when an\nAC power is determined to\nbe present at the power supply, and to the\nbattery\nwhen a DC power is\ndetermined to be present at the\npower input.\n19\n22. A method for charging a\nbattery\nof an\nelectric\nvehicle\n, comprising:\n- determining which among an AC voltage, a DC voltage, or an AC voltage\nand a DC voltage, a\nvehicle\ncoupled to a power output is able to be charged with;\n- switching the power output to either an AC power input or a DC power input\nbased on the\ndetermination;\n- switching the power output to the AC power input when a presence of an on-\nboard charger is\ndetermined; and\n- switching the power output to the DC power input when no on-board charger is\ndetermined to be\npresent.\n23. The method according to claim 22, wherein the determining comprises:\n- switching the power output to the DC power input when a direct connection to\nthe\nbattery\nis available;\nand\n- switching the power output to the AC power input when no direct connection\nto the\nbattery\ncan be\nmade, and an on-board charger is determined to be present.\n24. The method according to claim 22, wherein controlling a switch is\nperformed based on input\nby a data processing device. | 2004350 | Netherlands (Kingdom of the) | 2010-03-05 | L'invention porte sur une station d'échange d'énergie pour une batterie d'un véhicule électrique, ladite station comprenant au moins une sortie de courant pour un véhicule, des moyens pour déterminer si un véhicule couplé à la au moins une sortie de courant et ou non apte à être chargé avec une tension en courant alternatif (CA) et/ou une tension en courant continu (CC), une pluralité d'entrées de courant, comprenant au moins une entrée de courant alternatif (CA) ; et au moins une entrée de courant continu (CC) et au moins un commutateur commandable, pour la commutation de la au moins une sortie de courant vers l'une quelconque des entrées de courant, un dispositif de commande pour le commutateur, pour la commande du commutateur au moins sur la base de la détermination. | True |
| 272 | Patent 2424743 Summary - Canadian Patents Database | CA 2424743 | NaN | ELECTRICSCOOTER WITH ON-BOARD CHARGING SYSTEM | SCOOTER ELECTRIQUE DOTE D'UN SYSTEME DE CHARGEMENT EMBARQUE | NaN | HUGHES, PETER S., BALDWIN, JAMES DANIEL | NaN | 2001-09-25 | GOWLING LAFLEUR HENDERSON LLP | English | VECTRIX CORPORATION, PARKER-HANNIFIN CORPORATION | THE CLAIMS\nWhat is claimed is:\n1. A two wheeled\nelectric\nscooter comprising:\na scooter frame including a compartment shaped and sized to accommodate a\nbattery\npower supply;\nan\nelectric\nmotor connected to said\nbattery\npower supply via at least one\nswitch, the\nelectric\nmotor configured to drive a rear wheel of the scooter;\nan onboard power source configured to charge the\nbattery\npower supply;\na first charging circuit configured to connect the onboard power source to the\nbattery\npower supply;\na second charging circuit configured to connect the\nbattery\npower supply to an\nexternal power source; and\na motor controller circuit connected to the motor and configured to charge the\nbattery\npower supply upon deceleration of the scooter.\n2. The\nelectric\nscooter of claim 1, wherein:\nthe onboard power supply comprises a fuel cell configured to trickle charge\nthe\nbattery\nsupply via said first circuit; and\na fuel tank configured to hold a fuel suitable for running the fuel cell.\n3. The\nelectric\nscooter according to claim 2, wherein the trickle charge\noutput\nby the fuel cell is less than 2 amps.\n4. The\nelectric\nvehicle\naccording to claim 2, wherein the fuel is one from the\ngroup consisting of hydrogen and methanol.\n5. The\nelectric\nvehicle\naccording to claim 1, wherein the onboard power\nsource comprises an internal combustion engine configured to drive a\nmechanical\ncharging unit connected to charge the\nbattery\npower supply; and\na fuel tank configured to hold a fuel suitable for running the internal\ncombustion engine.\n12\n6. The\nelectric\nscooter according to claim 5, wherein the engine and\nmechanical charging unit cooperate to output a maximum\nelectrical\ncurrent of\n10\namps DC.\n7. The\nelectric\nvehicle\naccording to claim 1, wherein the\nbattery\npower supply\nhas a voltage of at least 100 volts.\n8. The two wheeled\nelectric\nscooter according to claim 1, wherein the first\ncharging circuit comprises a boost converter which receives a first voltage\noutput by\nthe fuel cell and outputs a second voltage to the\nbattery\npower supply, the\nsecond\nvoltage being greater than the first voltage.\n9. A two wheeled\nelectric\nscooter comprising:\na scooter frame including a compartment shaped and sized to accommodate a\nbattery\npower supply;\nan\nelectric\nmotor connected to said\nbattery\npower supply via at least one\nswitch, the\nelectric\nmotor configured to drive a rear wheel of the scooter;\nat least one fuel cell configured to trickle charge the\nbattery\nsupply;\na first charging circuit configured to connect the fuel cell to the\nbattery\npower\nsupply so as to charge the\nbattery\npower supply;\na fuel tank configured to hold a fuel suitable for running the fuel cell;\na second charging circuit configured to connect the\nbattery\npower supply to an\nexternal power source; and\na motor controller circuit connected to the motor and configured to charge the\nbattery\npower supply upon deceleration of the scooter.\n10. The two wheeled\nelectric\nscooter according to claim 9, wherein the first\ncharging circuit comprises a boost converter which receives a first voltage\noutput by\nthe fuel cell and outputs a second voltage to the\nbattery\npower supply, the\nsecond\nvoltage being greater than the first voltage.\n13\n11. The\nelectric\nscooter according to claim 9, wherein the trickle charge\noutput by the fuel cell is less than 2 amps.\n12. The\nelectric\nvehicle\naccording to claim 11, wherein the fuel is one from\nthe group consisting of hydrogen and methanol.\n13. The\nelectric\nvehicle\naccording to claim 12, wherein the\nbattery\npower\nsupply has a voltage of at least 100 volts.\n14. A two wheeled\nelectric\nscooter comprising:\na scooter frame including a compartment shaped and sized to accommodate a\nbattery\npower supply having a voltage of at least 100 volts;\nan\nelectric\nmotor connected to said\nbattery\npower supply via at least one\nswitch, the\nelectric\nmotor configured to drive a rear wheel of the scooter;\nfuel cell configured to trickle charge the\nbattery\nsupply, the fuel cell\nrunning\non either hydrogen or methanol, the fuel cell outputting a trickle charge of\nless than 2\namps;\na first charging circuit configured to connect the fuel cell to the\nbattery\npower\nsupply so as to charge the\nbattery\npower supply, the first charging circuit\nincluding a\nboost converter which receives a first voltage output by the fuel cell and\noutputs a\nsecond voltage to the\nbattery\npower supply, the second voltage being greater\nthan the\nfirst voltage;\na fuel tank configured to hold the hydrogen or methanol fuel;\na second charging circuit configured to connect the\nbattery\npower supply to an\nexternal power source; and\na motor controller circuit connected to the motor and configured to charge the\nbattery\npower supply upon deceleration of the scooter.\n14 | 09/679,408 | United States of America | 2000-10-04 | L'invention concerne un scooter électrique à deux roues dont la source principale d'alimentation réside dans ses batteries qui fournissent plus de 100 volts. Le scooter est pourvu d'un système de recharge embarqué afin de recharger les batteries. De même, le système de recharge embarqué n'est pas sollicité pour produire la source d'alimentation principale en conditions de fonctionnement et d'accélération. Un système de recharge peut être appliqué soit comme une pile à combustible qui charge lentement la batterie ou comme un moteur à combustion interne qui recharge la batterie grâce à une unité de chargement mécanique comme un alternateur ou un générateur. Une caractéristique de freinage régénérateur permet également de conserver plus d'énergie en faisant tourner le moteur en arrière afin de recharger les batteries lors du freinage. Des connexions permettent le branchement d'une source d'alimentation externe comme une sortie de courant alternatif dans le scooter afin de fournir un mécanisme d'appoint pour recharger les batteries. | True |
| 273 | Patent 3060487 Summary - Canadian Patents Database | CA 3060487 | NaN | ELECTRICMOTORVEHICLEBATTERYSYSTEM | SYSTEME DE BATTERIE DE VEHICULE A MOTEUR ELECTRIQUE | NaN | TANDON, AAYUSH, WRIGHT, WILLIAM, ORNAI, ROEI, AYOUB, AHMED | NaN | 2018-08-17 | GOWLING WLG (CANADA) LLP | English | ELECTRAMECCANICA VEHICLES CORP. | Claims\nWhat is claimed is:\n1. A\nbattery\nsystem for an\nelectric\nmotor\nvehicle\ncomprising:\n(a) at least two\nbattery\ncartridges comprising first and second\nbattery\ncartridges, wherein the first\nbattery\ncartridge has a first power connector\nport with\nat least one of a shape, size, configuration and orientation that is different\nthan a\nsecond power connector port of the second\nbattery\ncartridge; and\n(b) at least two\nbattery\ncompartments comprising first and second\nbattery\ncompartments physically spaced apart and\nelectrically\ncoupled together by a\nbridging power cable, the bridging power cable comprising first and second\nconnector ends extending respectively into the first and second\nbattery\ncompartments, wherein the first connector end mates with the first power\nconnector port and the second connector end mates with the second power\nconnector port.\n2. The\nbattery\nsystem of claim 1, wherein the first connector end matches\nthe\nshape, size, configuration and orientation of the first connector port but\ndoes not\nmatch at least one of the shape, size, configuration and orientation of the\nsecond\nconnector port, and the second connector end matches the shape, size,\nconfiguration and orientation of the second connector port but does not match\nat\nleast one of the shape, size, configuration and orientation of the first\nconnector\nport.\n3. The\nbattery\nsystem as claimed in claim 2, wherein the first power\nconnector port has a different orientation on the first\nbattery\ncartridge than\nthe\nsecond power connector port on the second\nbattery\ncartridge, and the bridging\npower cable is affixed to the\nvehicle\nsuch that the first and second connector\nends have orientations that respectively match the orientations of the first\nand\nsecond power connectors when the first and second\nbattery\ncartridges are\nrespectively mounted in the first and second\nbattery\ncompartments.\n14\n4. The\nbattery\nsystem as claimed in claim 3 wherein the first and second\npower connector ports each have a keyhole shape with a notch section, and\nwherein the notch section of the first connector port has a different\norientation\nthan the notch section of the second connector port.\n5. The\nbattery\nsystem as claimed in claim 4, wherein the notch sections of\nthe first and second power connector ports face inwardly when the first and\nsecond\nbattery\ncartridges are mounted respectively in the first and second\nbattery\ncompartments.\n6. The\nbattery\nsystem as claimed in claim 5, wherein the first and second\nbattery\ncompartments are part of a rolling chassis of the\nelectric\nmotor\nvehicle\nand are located adjacent to a cockpit of the\nelectric\nmotor\nvehicle\n, the first\nand\nsecond\nbattery\ncompartments each further comprising an access port\ncommunicative with the cockpit and providing a access for a person's hand to\nreach one of the respective first and second connector ends and one of the\nrespective first and second connector ports when the first and second\nbattery\ncartridges are mounted inside the first and second\nbattery\ncompartments.\n7. The\nbattery\nsystem as claimed in any one of claims 1 to 6 wherein at\nleast\none of the first and second\nbattery\ncartridges further comprise a locator pin\nextending from a front end of the\nbattery\ncartridge, and a front end of the\ncorresponding\nbattery\ncompartment comprises a locator hole for receiving the\nlocator pin and positioning the\nbattery\ncartridge such that the power\nconnector\nport is connectable to the connector end in the\nbattery\ncompartment.\n8. The\nbattery\nsystem as claimed in claim 7 wherein at least one of the\nfirst\nand second\nbattery\ncartridges further comprises a mounting bracket extending\nfrom a rear end of the\nbattery\ncartridge, and which aligns with at least one\nsecuring bolt when the\nbattery\ncartridge is positioned with the locator pin in\nthe\nlocator hole, such that the\nbattery\ncartridge can be secured to the\nbattery\ncompartment only by the at least one securing bolt.\n9. The\nbattery\nsystem as claimed in any one of claims 1 to 8 wherein the\nfirst\nand second\nbattery\ncartridges each further comprise a plurality of\nbattery\nmodules\nelectrically\nconnected sequentially in series, and wherein a last\nbattery\nmodule in the first\nbattery\ncartridge is\nelectrically\ncoupled to a front power\nconnector port of the first\nbattery\ncartridge, and wherein a first\nbattery\nmodule in\nthe second\nbattery\ncartridge is\nelectrically\ncoupled to a front power\nconnector port\nof the second\nbattery\ncartridge.\n10. The\nbattery\nsystem as claimed in claim 9 wherein the first and second\nbattery\ncartridges each further comprise a communications bus comprising an\nexternal communications port for communicatively coupling to a\nbattery\nmanagement system, and multiple pin connectors communicatively coupled to\nsensors inside the\nbattery\ncompartment.\n11. The\nbattery\nsystem as claimed in claim 10 wherein the communication bus\nin each of the first and second\nbattery\ncartridges are communicatively coupled\nto\nat least one voltmeter or at least one thermistor inside the first and second\nbattery\ncartridges.\n16 | 62/609,189 | United States of America | 2017-12-21 | L'invention concerne un système de batterie pour un véhicule à moteur électrique, lequel système comprend des première et seconde cartouches de batterie qui sont installées dans des premier et second compartiments de batterie correspondants du véhicule à moteur électrique. La première cartouche de batterie a un port de connecteur d'alimentation ayant au moins l'une d'une forme, d'une taille, d'une configuration et d'une orientation qui est différente de celle du port de connecteur d'alimentation correspondant de la seconde cartouche de batterie. Les premier et second compartiments de batterie sont physiquement espacés l'un de l'autre et électriquement couplés l'un à l'autre par un câble d'alimentation de raccordement. Le câble d'alimentation de raccordement comprend des première et seconde extrémités de connecteur qui s'étendent respectivement dans les premier et second compartiments de batterie, et la première extrémité de connecteur s'accouple plus facilement au premier port de connecteur d'alimentation qu'au second port de connecteur d'alimentation, et la seconde extrémité de connecteur s'accouple plus facilement au second port de connecteur d'alimentation qu'au premier port de connecteur d'alimentation. | True |
| 274 | Patent 2254028 Summary - Canadian Patents Database | CA 2254028 | NaN | HYBRIDELECTRICVEHICLEWITH TRACTION MOTOR DRIVE ALLOCATED BETWEENBATTERYAND AUXILIARY SOURCE DEPENDING UPONBATTERYCHARGE STATE | VEHICULE ELECTRIQUE HYBRIDE DONT LE MOTEUR DE TRACTION SITUE ENTRE LA BATTERIE ET LA SOURCE AUXILIAIRE DEPEND DE L'ETAT DE LA CHARGE DE LA BATTERIE | NaN | LYONS, ARTHUR P., GREWE, TIMOTHY M. | 2006-03-28 | 1998-11-12 | OSLER, HOSKIN & HARCOURT LLP | English | BAE SYSTEMS CONTROLS, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A method for operating a hybrid\nelectric\nvehicle\nwhich derives at least some of its tractive\neffort from\nelectric\nbatteries\n, comprising the steps\nof:\nin operating modes of said\nvehicle\nother than\na braking state, providing energy to a traction motor\nfrom an auxiliary source, and also providing the\ndifference between the traction power demand and the\nsupply from the auxiliary source from said\nbatteries\n,\nup to the maximum capability of said\nbatteries\n, when\nsaid\nbatteries\nare in a state of charge lying between a\nfirst state of charge and full charge;\nin said operating modes of said\nvehicle\nother\nthan a braking state, providing energy to said traction\nmotor only from said auxiliary source, when said\nbatteries\nare in a second charge state, representing a\nsubstantially discharged state of said\nbatteries\n; and\nin said operating modes of said\nvehicle\nother\nthan a braking state, providing energy to said traction\nmotor from said auxiliary source, and also supplying\nenergy to said traction motor from said\nbatteries\nin an\namount less than the full capability of said\nbatteries\n,\nwhen said\nbatteries\nare in a state of charge lying\nbetween said discharged state and said first state of\ncharge.\n2. A method for operating a hybrid\nelectric\nvehicle\nwhich derives at least some of its tractive\neffort from\nelectric\nbatteries\n, comprising the steps\nof:\nin operating modes of said\nvehicle\nother than\na braking state, providing energy to a traction motor\nfrom an auxiliary\nelectrical\nenergy source, and also\n-30-\nproviding from said\nbatteries\nthe difference between\nthe traction power demand and the supply from the\nauxiliary source, up to the maximum capability of said\nbatteries\n, when said\nbatteries\nare in a state of charge\nlying between full charge and a first state of charge\nless than full charge;\nin said operating modes of said\nvehicle\nother\nthan a braking state, providing energy to said traction\nmotor only from said auxiliary source, when said\nbatteries\nare in a second charge state, representing a\nsubstantially discharged state of said\nbatteries\n; and\nin said operating modes of said\nvehicle\nother othan a\nbraking state, providing energy to said traction motor\nfrom said auxiliary source, and also supplying energy\nto said traction motor from said\nbatteries\nin an amount\nwhich is in roughly in the same proportion to the full\ncapability of said\nbatteries\nas is the amount of charge\nin said\nbatteries\nrelative to said full charge.\n-31- | 60/066,736 | United States of America | 1997-11-21 | Un véhicule électrique est commandé de sorte à conformer son fonctionnement à celui d'un véhicule à moteur à combustion interne classique. Dans certains modes de réalisation, la magnitude du chargement des batteries par la source d'électricité auxiliaire et par le freinage dynamique est augmentée lorsque les batteries sont dans un état de charge compris entre une charge partielle et une charge complète, la magnitude du chargement étant liée à l'état de charge relatif de la batterie. L'écart entre la demande du moteur de traction et l'énergie disponible auprès de la source électrique auxiliaire est comblé par les batteries, dans une quantité dépendant de l'état des batteries, de telle sorte que la quantité totale de l'écart est fournie lorsque les batteries sont pratiquement en charge complète, et peu ou pas d'énergie n'est fournie par les batteries lorsqu'elles sont pratiquement déchargées. Lorsque les batteries sont dans un état compris entre une charge quasi-complète et une décharge quasi-complète, elles fournissent une quantité d'énergie dépendant monotonement de l'état de charge. Le chargement des batteries par la source auxiliaire est réduit pendant le freinage dynamique, lorsque les batteries sont en charge quasi-complète. La commande de la quantité d'énergie renvoyée pendant le freinage dynamique peut être réalisée par la commande de l'efficacité transductive du moteur de traction utilisé en tant que générateur. | True |
| 275 | Patent 2866818 Summary - Canadian Patents Database | CA 2866818 | NaN | ELECTRICPOWER GENERATION CONTROL SYSTEM FOR HYBRID AUTOMOBILE | SYSTEME DE COMMANDE DE PRODUCTION D'ENERGIE ELECTRIQUE POUR VEHICULE HYBRIDE | NaN | WAKASHIRO, TERUO, TAGAMI, HIROSHI, NAKASAKO, TORU | NaN | 2013-04-09 | GOUDREAU GAGE DUBUC | English | HONDA MOTOR CO., LTD. | 34\nCLAIMS\n[Claim 1]\nAn\nelectric\npower generation control system for a hybrid automobile,\ncomprising:\nan\nelectric\ngenerator driven by an internal combustion engine;\na storage\nbattery\nstoring\nelectric\npower generated by the\nelectric\ngenerator;\nand\na control device controlling the internal combustion engine and the\nelectric\ngenerator, wherein\nthe control device judges whether\nelectric\npower generation of the\nelectric\ngenerator is to be performed, depending on a state of the storage\nbattery\n,\nwhen permitting the\nelectric\npower generation, the control device sets an\ninternal combustion engine rotational speed by which the\nelectric\ngenerator is\ncapable of performing\nelectric\npower generation equivalent to an output\nrequired for\ncruising, depending on a traveling state, and also sets an additional internal\ncombustion engine rotational speed by which the\nelectric\ngenerator is capable\nof\nperforming\nelectric\npower generation according to an\nelectric\npower amount\nrequired\ndepending on a\nvehicle\nstate and the traveling state, and\nthe control device controls the internal combustion engine and the\nelectric\ngenerator depending on the internal combustion engine rotational speed and the\nadditional internal combustion engine rotational speed.\n[Claim 2]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to claim 1, wherein the control device judges whether the\nelectric\npower\ngeneration is to be performed on the basis of a depth of discharge of the\nstorage\nbattery\n.\n[Claim 3]\n35\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to claim 1 or 2, wherein the control device judges whether the\nelectric\npower generation is to be performed on the basis of a state of charge of the\nstorage\nbattery\n.\n[Claim 4]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 3, wherein the control device sets the\ninternal\ncombustion engine rotational speed on the basis of a\nvehicle\nspeed.\n[Claim 5]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to claim 4, wherein the control device derives a rolling resistance\nand an\nair resistance during traveling on the basis of the\nvehicle\nspeed and sets the\ninternal\ncombustion engine rotational speed on the basis of the derived rolling\nresistance and\nthe derived air resistance.\n[Claim 6]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 5, wherein the control device sets the\nadditional\ninternal combustion engine rotational speed on the basis of an estimated value\nof a\ngradient of a road surface.\n[Claim 7]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 6, wherein the control device sets the\nadditional\ninternal combustion engine rotational speed on the basis of a depth of\ndischarge of\nthe storage\nbattery\n.\n[Claim 8]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 7, wherein the control device sets the\nadditional\n36\ninternal combustion engine rotational speed on the basis of a state of charge\nof the\nstorage\nbattery\n.\n[Claim 9]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 8, wherein the control device sets the\nadditional\ninternal combustion engine rotational speed on the basis of a\nvehicle\nspeed.\n[Claim 10]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 9, further comprising an air conditioner\nperforming air conditioning in a\nvehicle\ncompartment, wherein\nthe control device judges whether the air conditioner is operating, and\nwhen the air conditioner is operating, the control device sets the additional\ninternal combustion engine rotational speed depending on a requested\ntemperature\nof the air conditioner.\n[Claim 11]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 10, wherein the control device sets the\nadditional\ninternal combustion engine rotational speed depending on a\nvehicle\nspeed.\n[Claim 12]\nAn\nelectric\npower generation control system for a hybrid automobile,\ncomprising:\nan\nelectric\ngenerator driven by an internal combustion engine;\na storage\nbattery\nstoring\nelectric\npower generated by the\nelectric\ngenerator;\nan air conditioner performing air conditioning in a\nvehicle\ncompartment; and\na control device controlling the air conditioner, the internal combustion\nengine,\nand the\nelectric\ngenerator, wherein\n37\nthe control device judges whether\nelectric\npower generation is to be\nperformed, on the basis of at least any one of parameters including a depth of\ndischarge and a state of charge of the storage\nbattery\n,\nwhen permitting the\nelectric\npower generation, the control device derives at\nleast any one of resistances including an air resistance and a rolling\nresistance\nduring traveling, on the basis of a\nvehicle\nspeed, and sets an internal\ncombustion\nengine rotational speed by which the\nelectric\ngenerator is capable of\nperforming\nelectric\npower generation equivalent to an output required for cruising, on\nthe basis of\nthe derived resistance, and\nthe control device sets an additional internal combustion engine rotational\nspeed by which the\nelectric\ngenerator is capable of performing\nelectric\npower\ngeneration according to an\nelectric\np*ower amount required on the basis of at\nleast\nany one of parameters including an estimated value of a gradient of a road\nsurface,\nthe depth of discharge of the storage\nbattery\n, the state of charge of the\nstorage\nbattery\n, the\nvehicle\nspeed, and a requested temperature of the air\nconditioner, and\nthe control device controls the internal combustion engine and the\nelectric\ngenerator on the basis of the set internal combustion engine rotational speed\nand the\nset additional internal combustion engine rotational speed.\n[Claim 13]\nThe\nelectric\npower generation control system for a hybrid automobile\naccording to any one of claims 1 to 12, wherein, when controlling the internal\ncombustion engine and the\nelectric\ngenerator on the basis of the internal\ncombustion\nengine rotational speed and the additional internal combustion engine\nrotational\nspeed, the control device controls a load torque of the\nelectric\ngenerator in\nsuch a\nway that an operation efficiency of the internal combustion engine is highest. | 2012-090314 | Japan | 2012-04-11 | Un dispositif de commande (24) détermine si oui ou non la production d'énergie électrique d'un générateur électrique (13) doit être réalisée en fonction de l'état d'une batterie rechargeable (11). Lorsque la production d'énergie électrique est permise, le dispositif de commande (24) définit une vitesse de rotation de moteur à combustion interne à laquelle le générateur électrique (13) peut réaliser une production d'énergie électrique équivalente à un rendement requis pour un régime de croisière en fonction d'un état de déplacement; et définit également une vitesse de rotation de moteur à combustion interne supplémentaire à laquelle le générateur électrique (13) peut réaliser une production d'énergie électrique en fonction d'une quantité d'énergie électrique requise à partir d'un état de véhicule et de l'état de déplacement. Le dispositif de commande (24) commande le moteur à combustion interne (12) et le générateur électrique (13) en fonction de la vitesse de rotation de moteur à combustion interne et de la vitesse de rotation de moteur à combustion interne supplémentaire. | True |
| 276 | Patent 2611331 Summary - Canadian Patents Database | CA 2611331 | NaN | EMERGENCY REPORT DEVICE FORVEHICLE | DISPOSITIF DE RAPPORT D'URGENCE POUR VEHICULE | NaN | SAKAI, HIROSHI | 2011-11-08 | 2007-11-15 | FETHERSTONHAUGH & CO. | English | DENSO CORPORATION | CLAIMS:\n1. An emergency report device for a\nvehicle\nhaving a\nvehicle\ndrive\nmechanism, the emergency report device performing an emergency report\noperation by an\nelectric\npower supplied from an\nelectric\npower source\nincluding an\nauxiliary\nbattery\nand a main\nbattery\n, the emergency report device comprising:\na power supply control unit that switches the\nelectric\npower source\nfrom the main\nbattery\nto the auxiliary\nbattery\nwhen a supply voltage of the\nmain\nbattery\nis smaller than a predetermined threshold value; and\nan auxiliary\nbattery\noperational check unit that performs an\noperational check of the auxiliary\nbattery\n, which is a primary\nbattery\n,\nwherein:\nthe operational check of the auxiliary\nbattery\nis performed at a time\nwhen the\nvehicle\ndrive mechanism starts;\nthe operational check of the auxiliary\nbattery\nis performed a first time\nwhen the\nvehicle\ndrive mechanism starts a first time after an end of a\nprevious\nday;\nthe operational check of the auxiliary\nbattery\nis prohibited from being\nperformed during the same day after the operational check of the auxiliary\nbattery\nis performed the first time; and\nthe performing of the operational check of the auxiliary\nbattery\nis\nbased on a current input into the auxiliary\nbattery\noperational check unit\nfrom the\nauxiliary\nbattery\n.\n2. The emergency report device according to claim 1, further\ncomprising:\nan operational check notification unit that notifies a result of the\noperational check of the auxiliary\nbattery\n, wherein the operational check is\nperformed by the auxiliary\nbattery\noperational check unit.\n13\n3. The emergency report device according to claim 1 or 2, further\ncomprising:\nan operational check result sending unit that sends a result of the\noperational check of the auxiliary\nbattery\nto an external system, wherein the\noperational check is performed by the auxiliary\nbattery\noperational check\nunit.\n4. The emergency report device according to claim 2, wherein\nthe operational check notification unit includes a display unit for\ndisplaying an information item associated with the result of the operational\ncheck\nof the auxiliary\nbattery\n.\n5. The emergency report device according to claim 3, wherein\nthe operational check result sending unit includes a radio\ncommunication unit for sending the result of the operational check of the\nauxiliary\nbattery\nto the external system via a radio communications network.\n6. An emergency report device for a\nvehicle\nhaving a\nvehicle\ndrive\nmechanism, the emergency report device performing an emergency report by an\nelectric\npower supplied from an\nelectric\npower source including an auxiliary\nbattery\nand a main\nbattery\n, the emergency report device comprising:\na power supply control unit that switches the\nelectric\npower source\nfrom the main\nbattery\nto the auxiliary\nbattery\nwhen a supply voltage of the\nmain\nbattery\nis smaller than a predetermined threshold value; and\nan auxiliary\nbattery\noperational check unit that performs an\noperational check of the auxiliary\nbattery\n, which is a primary\nbattery\n,\nwherein:\nthe operational check of the auxiliary\nbattery\nis performed at a time\nwhen the\nvehicle\ndrive mechanism starts;\n14\nthe operational check of the auxiliary\nbattery\nis performed if a\nprevious operational check of the auxiliary\nbattery\nwas not performed during a\nspecified time interval;\nthe operational check of the auxiliary\nbattery\nis prohibited from being\nperformed if the previous operational check of the auxiliary\nbattery\nwas\nperformed\nduring the specified time interval; and\nthe performing of the operational check is based on a current input\ninto the auxiliary\nbattery\noperational check unit from the auxiliary\nbattery\n.\n7. The emergency report device according to claim 6, further\ncomprising:\nan operational check notification unit that notifies a result of the\noperational check of the auxiliary\nbattery\n, wherein\nthe operational check is performed by the auxiliary\nbattery\noperational check unit.\n8. The emergency report device according to claim 6 or 7, further\ncomprising:\nan operational check result sending unit that sends a result of the\noperational check of the auxiliary\nbattery\nto an external, wherein\nthe operational check is performed by the auxiliary\nbattery\noperational check unit.\n9. The emergency report device according to claim 7, wherein\nthe operational check notification unit includes a display unit for\ndisplaying an information item associated with the result of the operational\ncheck\nof the auxiliary\nbattery\n.\n10. The emergency report device according to claim 8, wherein\n15\nthe operational check result sending unit includes a radio\ncommunication unit for sending the result of the operational check of the\nauxiliary\nbattery\nto the external system via a radio communications network.\n16 | 2006-317069 | Japan | 2006-11-24 | Un dispositif de rapport d'urgence comprend les éléments suivants : une unité de commande d'alimentation d'énergie qui commute une source d'énergie électrique d'une batterie principale à une batterie auxiliaire si une tension d'alimentation de la batterie principale est inférieure à celle d'une valeur de seuil prédéterminée; et une unité de vérification opérationnelle de la batterie auxiliaire qui exécute une vérification opérationnelle de la batterie auxiliaire si la vérification opérationnelle de la batterie auxiliaire est exécutée à un moment lorsque le mécanisme d'entraînement du véhicule démarre, et si la vérification opérationnelle de la batterie auxiliaire est exécutée pour une première fois pendant une période entre une fin de journée antérieure et un moment présent. La vérification opérationnelle de la batterie auxiliaire est basée sur une entrée actuelle dans l'unité de vérification opérationnelle de la batterie auxiliaire à partir de la batterie auxiliaire. | True |
| 277 | Patent 3112154 Summary - Canadian Patents Database | CA 3112154 | NaN | A MININGVEHICLEAND A METHOD FOR REPLACING ABATTERY | VEHICULE MINIER ET PROCEDE DE REMPLACEMENT D'UNE BATTERIE | NaN | PERSSON, JOHAN, OSTERLUND, ROLF | NaN | 2019-10-29 | KIRBY EADES GALE BAKER | English | EPIROC ROCK DRILLS AKTIEBOLAG | CA 03112154 2021-03-08\nWO 2020/091672 PCT/SE2019/051076\n32\nClaims\n1. A mining\nvehicle\n(1) with a powertrain (3) configured for\nelectric\npropulsion,\nthe powertrain (3) comprising a\nbattery\n(6) removably arranged to supply power\nfor propulsion of the\nvehicle\n(1) and/or for performing mining operations, the\nvehicle\n(1) comprising:\na\nbattery\ncompartment (10) configured to accommodate the\nbattery\n(6), the\nbattery\ncompartment (10) comprising a bottom (12) configured to\nreceive\nand support the\nbattery\n(6);\nguiding elements (20) arranged in the\nbattery\ncompartment (10) to\nguide the\nbattery\n(6) into position;\nat least one locking device (30) arranged to lock the\nbattery\n(6) and\nlimit vertical movement of the\nbattery\n(6) in the\nbattery\ncompartment (10);\nand\nholding elements (40) arranged in the\nbattery\ncompartment (10) to\nlimit horizontal movement of the\nbattery\n(6) in the\nbattery\ncompartment (10),\nwherein the at least one locking device (30) is arranged at the bottom (12) of\nthe\nbattery\ncompartment (10) and is configured to interact with a locking part\n(65) at\na bottom of the\nbattery\n(6) to achieve the locking.\n2. The mining\nvehicle\n(1) according to claim 1, wherein the holding elements\n(40) are configured to interact with holding parts (67) of the\nbattery\n(6), to\nlimit\nhorizontal movement of the\nbattery\n(6).\n3. The mining\nvehicle\n(1) according to any one of the preceding claims,\nwherein the guiding elements (20) are configured to interact with guiding\nparts\n(66) of the\nbattery\n(6).\n4. The mining\nvehicle\n(1) according to claim 3, wherein the guiding elements\n(20) and the guiding parts (66) are configured to allow a gap (50) between the\nguiding elements (20) and the guiding parts (66) when the\nbattery\n(6) is\narranged in the\nbattery\ncompartment (10).\nCA 03112154 2021-03-08\nWO 2020/091672 PCT/SE2019/051076\n33\n5. The mining\nvehicle\n(1) according to any one of the preceding claims,\nwherein the guiding elements (20) are vertical guides.\n6. The mining\nvehicle\n(1) according to any one of the preceding claims,\nwherein the guiding elements (20) comprises guide rails configured to interact\nwith protruding guiding parts (66) of the\nbattery\n(6).\n7. The mining\nvehicle\n(1) according to any one of the preceding claims,\nwherein the guiding elements (20) comprises a top portion (22) and a main\nportion (24), wherein the top portion (22) is tapered towards the main portion\n(24).\n8. The mining\nvehicle\n(1) according to claim 7, wherein the top portion (22)\nof\nthe guiding elements (20) is inclined outwardly in relation to the main\nportion\n(24) and the\nbattery\n(6).\n9. The mining\nvehicle\n(1) according to any one of the preceding claims,\nwherein the at least one locking device (30) comprises a lock portion (32)\nconfigured to move linearly between a locked position and an unlocked\nposition.\n10. The mining\nvehicle\n(1) according to claim 9, wherein the lock portion (32)\nis\nspring loaded.\n11. The mining\nvehicle\n(1) according to any one of claim 1-8, wherein the at\nleast one locking device (30) comprises a rotatable lock portion (82)\n12. The mining\nvehicle\n(1) according to any one of claims 9-11, wherein the at\nleast one locking device (30) comprises an actuator device (36) for moving the\nlock portion (32; 82).\nCA 03112154 2021-03-08\nWO 2020/091672 PCT/SE2019/051076\n34\n13. The mining\nvehicle\n(1) according to any one of the preceding claims,\nwherein the at least one locking device (30) comprises a manoeuvring means\n(37), arranged to be accessible from outside the\nvehicle\n(1) for manual\nactuation of the at least one locking device (30).\n14. A\nbattery\n(6) for power supply for propulsion of a mining\nvehicle\n(1)\nand/or\nfor performing mining operations, the\nbattery\n(6) being configured to be\nremovably arranged in a\nbattery\ncompartment (10) of a mining\nvehicle\n(1)\naccording to any one of the preceding claims.\n15. A method for replacing a\nbattery\n(6) in a mining\nvehicle\n(1) with a\npowertrain\n(3) configured for\nelectric\npropulsion, the\nbattery\n(6) being removably\narranged\nto supply power for propulsion of the\nvehicle\n(1) and/or for performing mining\noperations, the\nvehicle\n(1) comprising a\nbattery\ncompartment (10) configured\nto\naccommodate the\nbattery\n(6), the\nbattery\ncompartment (10) comprising a bottom\n(12) configured to receive and support the\nbattery\n(6); guiding elements (20)\narranged in the\nbattery\ncompartment (10) to guide the\nbattery\n(6) into\nposition;\nat least one locking device (30) arranged in the\nbattery\ncompartment (10) to\nlock\nthe\nbattery\n(6) and limit vertical movement of the\nbattery\n(6) in the\nbattery\ncompartment (10); and holding elements (40) arranged in the\nbattery\ncompartment (10) to limit horizontal movement of the\nbattery\n(6) in the\nbattery\ncompartment (10), wherein the at least one locking device (30) is arranged at\nthe bottom (12) of the\nbattery\ncompartment (10) and is configured to interact\nwith\na locking part (65) at a bottom wall (63) of the\nbattery\n(6) to achieve the\nlocking,\nthe method comprising:\nattaching (s101) a lifting arrangement (90) to the\nbattery\n(6);\ndeactivating (s102) the at least one locking device (30) to unlock\nthe\nbattery\n(6) from the\nbattery\ncompartment (10);\nlifting (s103) the\nbattery\n(6) out of the\nbattery\ncompartment (10) by\nmeans of the lifting arrangement (90), including lifting the\nbattery\n(6) in a\nsubstantially vertical direction, whereby the\nbattery\n(6) is guided by the\nguiding\nelements (20);\nCA 03112154 2021-03-08\nWO 2020/091672 PCT/SE2019/051076\narranging (s104) a replacement\nbattery\n(6) in the\nbattery\ncompartment (10) by means of a lifting arrangement (90) lowering the\nreplacement\nbattery\n(6) into position guided by the guiding elements (20; and\nactivating (s105) the at least one locking device (30) to lock the\n5\nbattery\n(6) to the\nbattery\ncompartment (10).\n16. The method according to claim 15, further comprising\nelectrically\ndisconnecting (s107) the\nbattery\n(6) from the\nvehicle\n(1).\n10 17. The method according to claim 15 or 16, further comprising\nindicating (s109)\nfor an operator of the\nvehicle\n(1) that the at least one locking device (30)\nis\nactivated.\n18. The method according to any one of claim 15-17, wherein the\nbattery\n(6) is\n15 .. replaced from the front or the rear of the mining\nvehicle\n(1).\n19. The method according to any one of claim 15-18, wherein deactivating\n(s102) and activating (s105) the at least one locking device (30) comprises\nmoving a lock portion (32) linearly.\n20. The method according to any one of claim 15-19, wherein deactivating\n(s102) and activating (s105) the at least one locking device (30) is performed\nmanually or automatically. | 1851351-5 | Sweden | 2018-10-30 | L'invention concerne un véhicule minier (1) comprenant un groupe motopropulseur (3) configuré pour la propulsion électrique, le groupe motopropulseur (3) comprenant une batterie (6) agencée de façon amovible pour fournir de l'énergie pour la propulsion du véhicule (1 ) et/ou effectuer des opérations d'exploitation minière, le véhicule (1) comprenant : un compartiment de batterie (10) configuré pour recevoir la batterie (6) ; des éléments de guidage (20) disposé dans le compartiment de batterie (10) pour guider la batterie (6) en position ; au moins un dispositif de verrouillage (30) agencé pour verrouiller la batterie (6) et limiter le mouvement vertical de la batterie (6) dans le compartiment de batterie (10) ; et des éléments de maintien (40) agencés dans le compartiment de batterie (10) pour limiter le mouvement horizontal de la batterie (6) dans le compartiment de batterie (10). | True |
| 278 | Patent 3070879 Summary - Canadian Patents Database | CA 3070879 | NaN | PORTABLE RECHARGEABLEBATTERYJUMP STARTING DEVICE | DISPOSITIF DE RECHARGEMENT DE BATTERIE RECHARGEABLE PORTABLE | NaN | NOOK, JONATHAN LEWIS, NOOK, WILLIAM KNIGHT, STANFIELD, JAMES RICHARD, UNDERHILL, DEREK MICHAEL | 2023-04-04 | 2018-05-29 | SMART & BIGGAR LP | English | THE NOCO COMPANY | 85949381\nCLAIMS:\n1. A rechargeable jump starting device for charging a depleted or\ndischarged\nvehicle\nbattery\n, the rechargeable jump starting device comprising:\na rechargeable\nbattery\nhaving a positive terminal comprising a positive\nterminal\nelectrical\nconductor having a through hole and a negative terminal\ncomprising a negative terminal\nelectrical\nconductor having a through hole;\na positive\nbattery\ncable having a positive\nbattery\nclamp;\na negative\nbattery\ncable having a negative\nbattery\nclamp;\nan\nelectrically\nconductive rigid frame comprising a positive\nelectrically\nconductive rigid frame configured to connect in circuit with the positive\nterminal of the\nrechargeable\nbattery\nand the positive\nbattery\ncable during charging of the\ndepleted or\ndischarged\nvehicle\nbattery\nby the rechargeable jump starting device and a\nnegative\nelectrically\nconductive rigid frame configured to connect in circuit with the\nnegative\nterminal of the rechargeable\nbattery\nand the negative\nbattery\ncable during\ncharging of\nthe depleted or discharged\nvehicle\nbattery\nby the rechargeable jump starting\ndevice,\nwherein the\nelectrically\nconductive rigid frame comprises multiple\nelectrically\nconductive rigid frame members and one or more\nelectrical\ncomponents in\ncircuit with the rechargeable\nbattery\nand the positive and negative\nbattery\nclamps\nconnected to the depleted or discharged\nvehicle\nbattery\nduring charging of the\ndeplete or discharged\nvehicle\nbattery\nby the rechargeable jump starting\ndevice,\nwherein the positive terminal\nelectrical\nconductor of the rechargeable\nbattery\nis connected to the positive\nelectrically\nconductive rigid frame by a\nconductive\nbolt and nut installed through the through hole of the positive terminal\nelectrical\nconductor of the rechargeable\nbattery\nand a through hole of the positive\nelectrically\nconductive rigid frame,\nwherein the negative terminal\nelectrical\nconductor of the rechargeable\nbattery\nis connected to the negative\nelectrically\nconductive rigid frame by\nanother\nconductive bolt and nut installed through the through hole of the negative\nterminal\n24\nDate Recue/Date Received 2022-03-30\n85949381\nelectrical\nconductor of the rechargeable\nbattery\nand a through hole of the\nnegative\nelectrically\nconductive rigid frame; and\nwherein the multiple\nelectrically\nconductive rigid frame members are\nelectrically\nconductive plates or bars.\n2. The device according to claim 1, wherein the rechargeable\nbattery\ncomprises a first rechargeable\nbattery\nand a second rechargeable\nbattery\n.\n3. The device according to claim 1, wherein the rechargeable\nbattery\nis at\nleast one rechargeable Li-ion\nbattery\n.\n4. The device according to claim 1, wherein the\nelectrically\nconductive\nrigid frame is configured to maintain the\nelectrically\nconductive rigid frame\nstructurally\nstable to prevent movement or flexing of the\nelectrically\nconductive rigid\nframe and to\navoid\nelectrical\nshorting of the\nelectrically\nconductive rigid frame with\nelectrical\ncomponents or parts of the rechargeable jump starting device.\n5. The device according to claim 1, wherein the\nelectrically\nconductive\nrigid frame encloses the rechargeable\nbattery\nin at least one plane extending\nthrough\nthe rechargeable\nbattery\n.\n6. The device according to claim 1, wherein the\nelectrically\nconductive\nrigid frame comprises a control switch connected to the\nelectrically\nconductive frame\nand configured to be selectively switched between a 12V mode and a 24V mode of\noperation of the rechargeable jump starting device.\n7. The device according to claim 1, wherein the\nelectrically\nconductive\nrigid frame is constructed to be a single piece when assembled.\nDate Recue/Date Received 2022-03-30\n85949381\n8. The device according to claim 1, wherein the\nelectrically\nconductive\nrigid frame is highly\nelectrically\nconductive.\n9. The device according to claim 8, wherein the\nelectrically\nconductive\nrigid frame is made of copper material.\n10. The device according to claim 1, wherein the multiple\nelectrically\nconductive rigid frame members comprise a flattened end provided with a\nthrough\nhole for fastening to the one or more\nelectrical\ncomponents of the\nelectrically\nconductive rigid frame using an\nelectrically\nconductive fastener.\n11. The device according to claim 1, wherein the\nelectrically\nconductive\nrigid frame comprises one or more\nelectrical\ncomponents connected to the\nelectrically\nconductive rigid frame members.\n12. The device according to claim 11, wherein the\nelectrically\nconductive\nrigid frame is rigidly connected to the one or more\nelectrical\ncomponents.\n13. The device according to claim 12, wherein the one or more\nelectrical\ncomponents comprise one or more of a control switch, a smart switch, a reverse\ncurrent diode array; and a cam-lock connector.\n14. The device according to claim 13, wherein the rechargeable\nbattery\nis\ndetachably connected to the\nelectrically\nconductive rigid frame.\n15. The device according to claim 1, wherein the\nelectrically\nconductive\nrigid frame comprises a positive cam-lock connector and a negative cam-lock\nconnector, the positive cam-lock connector and the negative cam-lock connector\nconfigured to detachably connect the respective positive\nbattery\ncable and\nnegative\nbattery\ncable to the rechargeable jump starting device.\n26\nDate Recue/Date Received 2022-03-30\n85949381\n16. The device according to claim 1, wherein the multiple\nelectrically\nconductive rigid frame members are each detachably connected to the\nelectrically\nconductive rigid frame on at least one end.\n17. The device according to claim 10, wherein the\nelectrically\nconductive\nfastener comprises an\nelectrically\nconductive nut and an\nelectrically\nconductive bolt.\n18. The device according to claim 2, further comprising a selectable\ncontrol\nswitch connected to the\nelectrically\nconductive rigid frame, the selectable\ncontrol\nswitch configured to selectably connect one or both of the first rechargeable\nbattery\nand the second rechargeable\nbattery\nin circuit between the positive\nbattery\nclamp and\nthe negative\nbattery\nclamp.\n19. A rechargeable jump starting device, comprising:\na first rechargeable\nbattery\nhaving a positive terminal\nelectrical\nconductor having a through hole and a negative terminal\nelectrical\nconductor\nhaving\na through hole;\na second rechargeable\nbattery\nhaving a positive terminal\nelectrical\nconductor having a through hole and a negative terminal\nelectrical\nconductor\nhaving\na through hole;\nan\nelectrically\nconductive rigid frame connected to the first rechargeable\nbattery\nand the second rechargeable\nbattery\n, the\nelectrically\nconductive rigid\nframe\ncomprising multiple\nelectrically\nconductive rigid frame members and one or\nmore\nelectrical\ncomponents;\na positive\nbattery\ncable having a positive\nbattery\nclamp, the positive\nbattery\ncable connected or connectable to the\nelectrically\nconductive frame;\na negative\nbattery\ncable having a negative\nbattery\nclamp, the negative cable\nconnected to the\nelectrically\nconductive frame; and\na selectable control switch connected to the\nelectrically\nconductive\nframe, the selectable control switch configured to selectably connect one or\nboth of\n27\nDate Recue/Date Received 2022-03-30\n85949381\nthe first rechargeable\nbattery\nand the second rechargeable\nbattery\nbetween the\npositive\nbattery\ncable and the negative\nbattery\ncable,\nwherein the positive terminal\nelectrical\nconductor of the rechargeable\nbattery\nis connected to the\nelectrically\nconductive rigid frame by a\nconductive bolt and\nnut installed through the through hole of the positive terminal\nelectrical\nconductor of\nthe rechargeable\nbattery\nand a through hole of the\nelectrically\nconductive\nrigid frame,\nand\nwherein the negative terminal\nelectrical\nconductor of the rechargeable\nbattery\nis connected to the\nelectrically\nconductive rigid frame by another\nconductive\nbolt and nut installed through the through hole of the negative terminal\nelectrical\nconductor of the rechargeable\nbattery\nand a through hole of the\nelectrically\nconductive rigid frame.\n20. The device according to claim 19, wherein the\nelectrically\nconductive\nrigid frame is constructed of the multiple\nelectrically\nconductive rigid frame\nmembers\ndetachably connected to one or more\nelectrical\ncomponents of the\nelectrically\nconductive frame.\n21. The device according to claim 19, wherein the multiple\nelectrically\nconductive rigid frame members each have at least one end configured for\nconnecting the multiple\nelectrically\nconductive rigid frame members to another\nelectrical\ncomponents or part of the rechargeable jump starting device.\n22. The device according to claim 19, further comprising a positive cam-\nlock connector connected to the\nelectrically\nconductive rigid frame and a\nnegative\ncam-lock connector connected to the\nelectrically\nconductive rigid frame to\ndetachably\nconnect the positive\nbattery\ncable and negative\nbattery\ncable to the\nrechargeable\njump starting device.\n28\nDate Recue/Date Received 2022-03-30\n85949381\n23. The device according to claim 19, wherein the one or more\nelectrical\ncomponents comprise one or more of a control switch, a smart switch, a reverse\ncurrent diode array; and a cam-lock connector.\n24. A rechargeable jump starting device, comprising: a rechargeable\nbattery\nhaving a positive terminal and negative terminal;\nan\nelectrically\nconductive rigid frame comprising:\na reverse flow diode assembly comprising an\nelectrically\nconductive\nplate connected to the positive terminal of the rechargeable\nbattery\nby a\nfirst\nelectrically\nconductive rigid frame member; and\na smart switch connected to the negative terminal of the rechargeable\nbattery\nby a second\nelectrically\nconductive rigid frame member;\na positive\nbattery\ncable having a positive\nbattery\nclamp, the positive\nbattery\ncable\nelectrically\nconnected or connectable to the reverse flow diode\nassembly; and\na negative\nbattery\ncable having a negative\nbattery\nclamp, the negative\nbattery\ncable\nelectrically\nconnected or connectable to the smart switch.\n25. The device according to claim 24,\nwherein the\nelectrically\nconductive frame further comprises a third\nelectrically\nconductive rigid frame member\nelectrically\nconnecting the reverse\nflow\ndiode assembly to a positive cam-lock and a fourth\nelectrically\nrigid frame\nmember\nelectrically\nconnecting the smart switch to a negative cam-lock,\nwherein the positive cam-lock is configured to detachably connect the\npositive\nbattery\ncable to the positive cam-lock; and\nwherein the negative cam-lock is configured to detachably connect the\nnegative\nbattery\ncable to the negative cam-lock.\n29\nDate Recue/Date Received 2022-03-30\n85949381\n26. The device according to claim 24, wherein the\nelectrically\nconductive\nrigid frame comprises the multiple\nelectrically\nconductive plates or bars made\nof\ncopper or aluminum.\n27. The device according to claim 24,\nwherein the rechargeable\nbattery\ncomprises two 12V\nbatteries\n, and\nwherein the\nelectrically\nconductive rigid frame further comprises a\ncontrol switch configured to be selectively switched between a 12V mode and a\n24V\nmode of operation of the rechargeable jump starting device.\n28. A rechargeable jump starting device for charging a depleted or\ndischarged\nbattery\n, the rechargeable jump starting device comprising:\na rechargeable\nbattery\nhaving a positive terminal comprising a positive\nterminal\nelectrical\nconductor and a negative terminal comprising a negative\nterminal\nelectrical\nconductor;\na positive\nbattery\ncable having a positive\nbattery\nelectrical\nconductor;\na negative\nbattery\ncable having a negative\nbattery\nelectrical\nconductor\nconnector;\nan\nelectrically\nconductive rigid frame comprising a positive\nelectrically\nconductive rigid frame configured to connect in circuit with the positive\nterminal of the\nrechargeable\nbattery\nand the positive\nbattery\nelectrical\nconnector during\ncharging of\nthe depleted or discharged\nbattery\nby the rechargeable jump starting device,\nand a\nnegative\nelectrically\nconductive rigid frame configured to connect in circuit\nwith the\nnegative terminal of the rechargeable\nbattery\nand the negative\nbattery\nconnector\nduring charging of the depleted or discharged\nvehicle\nbattery\nby the\nrechargeable\njump starting device, the\nelectrically\nconductive frame comprising multiple\nelectrically\nconductive rigid frame members each connecting the positive terminal\nelectrical\nconnector and the negative terminal\nelectrical\nconnector of the rechargeable\nbattery\nto respective\nelectrical\ncomponents of the rechargeable jump starting device,\nthe\nDate Recue/Date Received 2022-03-30\n85949381\nmultiple\nelectrically\nconductive rigid frame members are each\nelectrically\nconductive\nplates or bars.\n29. The device according to claim 28, wherein the positive\nbattery\nelectrical\nconnector is a positive\nbattery\nclamp, and the negative\nbattery\nelectrical\nconnector is\na negative\nbattery\nclamp.\n30. The device according to claim 28, wherein the positive terminal\nelectrical\nconnector releasably connects to the positive\nelectrically\nconductive rigid\nframe, and the negative terminal\nelectrical\nconnector releasably connects to\nthe\nnegative\nelectrically\nconductive frame.\n31. The device according to claim 28, wherein the respective\nelectrical\ncomponents comprise a smart switch and a reverse flow diode assembly.\n32. The device according to claim 31, wherein additional\nelectrically\nconductive rigid frame members connect the smart switch and the reverse flow\ndiode\nassembly to respective other\nelectrical\ncomponents of the rechargeable jump\nstarting\ndevice.\n33. A jump starting device for boosting or charging a depleted or\ndischarged\nbattery\n, the jump starting device comprising:\na rechargeable\nbattery\nhaving a positive terminal comprising a positive\nterminal\nelectrical\nconductor and a negative terminal comprising a negative\nterminal\nelectrical\nconductor;\na positive\nbattery\ncable having a positive\nbattery\nclamp;\na negative\nbattery\ncable having a negative\nbattery\nclamp;\nan\nelectrically\nconductive rigid frame comprising a positive\nelectrically\nconductive rigid frame\nelectrically\nconnecting the positive terminal of the\nrechargeable\nbattery\nto the positive\nbattery\ncable during charging of the\ndepleted or\n31\nDate Recue/Date Received 2022-03-30\n85949381\ndischarged\nvehicle\nbattery\nby the jump starting device and a negative\nelectrically\nconductive rigid frame\nelectrically\nconnecting the negative terminal of the\nrechargeable\nbattery\nto the negative\nbattery\ncable during charging of the\ndepleted or\ndischarged\nvehicle\nbattery\nby the jump starting device,\nwherein the\nelectrically\nconductive rigid frame comprises multiple\nelectrically\nconductive rigid frame members connected together end-to-end, the\nelectrically\nconductive rigid frame\nelectrically\nconnected in circuit with the\nrechargeable\nbattery\nand the positive and negative\nbattery\nclamps and the\ndepleted\nor discharged\nbattery\nwhen boosting or charging of the depleted or discharged\nbattery\nby the jump starting device.\n34. The device according to claim 33, wherein the rechargeable\nbattery\ncomprises a first rechargeable\nbattery\nand a second rechargeable\nbattery\n.\n35. The device according to claim 33, wherein the rechargeable\nbattery\nis\nat least one rechargeable Li-ion\nbattery\n.\n36. The device according to claim 33, wherein the\nelectrically\nconductive\nrigid frame is configured to maintain the\nelectrically\nconductive rigid frame\nstructurally\nstable to prevent movement or flexing of the\nelectrically\nconductive rigid\nframe, and to\navoid\nelectrical\nshorting of the\nelectrically\nconductive rigid frame with one\nor more\nother\nelectrical\ncomponents or parts of the rechargeable jump starting device.\n37. The device according to claim 33, wherein the\nelectrically\nconductive\nrigid frame configured to enclose the rechargeable\nbattery\nwhen assembled\nwithin\nthe rechargeable\nbattery\n.\n38. The device according to claim 34, further comprising a control switch\nconnected to the\nelectrically\nconductive frame and configured to be\nselectively\nswitched between a 12V mode and a 24V mode of operation of the jump starting\n32\nDate Recue/Date Received 2022-03-30\n85949381\ndevice, and wherein the control switch is\nelectrically\nconnected in circuit\nwith the\nelectrically\nconductive rigid frame.\n39. The device according to claim 33, wherein the multiple\nelectrically\nconductive rigid frame members of the\nelectrically\nconductive rigid frame when\nassembled together within the jump starting device define the positive\nelectrically\nconductive rigid frame and the negative\nelectrically\nconductive rigid frame.\n40. The device according to claim 33, wherein the\nelectrically\nconductive\nrigid\nframe is a highly\nelectrically\nconductive rigid frame.\n41. The device according to claim 40, wherein the\nelectrically\nconductive\nrigid frame is made of copper material.\n42. The device according to claim 33, wherein the multiple\nelectrically\nconductive rigid frame members each comprise at least one flattened end\nprovided\nwith a through hole for fastening the multiple\nelectrically\nconductive rigid\nframe\nmembers together.\n43. The device according to claim 33, wherein the\nelectrically\nconductive\nrigid frame comprises one or more\nelectrical\ncomponents connected to the\nelectrically\nconductive rigid frame members.\n44. The device according to claim 43, wherein the\nelectrically\nconductive\nrigid frame is rigidly connected with the one or more\nelectrical\ncomponents.\n45. The device according to claim 44, wherein the one or more\nelectrical\ncomponents comprise one or more of a control switch, a smart switch, a reverse\ncurrent diode array, and a cam-lock connector.\n33\nDate Recue/Date Received 2022-03-30\n85949381\n46. The device according to claim 33, wherein the\nelectrically\nconductive\nrigid frame is removably connected to the rechargeable\nbattery\n.\n47. The device according to claim 33, wherein the\nelectrically\nconductive\nrigid frame comprises a positive cam-lock connector and a negative cam-lock\nconnector, the positive cam-lock connector and the negative cam-lock connector\nconfigured to removably connect to the respective positive\nbattery\ncable and\nnegative\nbattery\ncable of the jump starting device.\n48. The device according to claim 33, wherein the multiple\nelectrically\nconductive rigid frame members are removably connected together.\n49. The device according to claim 48, wherein the\nelectrically\nconductive\nrigid frame members are removably connected together by one or more fasteners\ncomprising an\nelectrically\nconductive nut and an\nelectrically\nconductive bolt.\n50. The device according to claim 34, further comprising a selectable\ncontrol switch connected to the\nelectrically\nconductive rigid frame, the\nselectable\ncontrol switch configured to selectably connect one or both of the first\nrechargeable\nbattery\nand the second rechargeable\nbattery\nin\nelectrical\ncircuit with the\npositive\nbattery\nclamp and the negative\nbattery\nclamp.\n51. A rechargeable jump starting device, comprising:\na first rechargeable\nbattery\nhaving a positive terminal\nelectrical\nconductor;\na second rechargeable\nbattery\nhaving a positive terminal\nelectrical\nconductor;\na positive\nelectrically\nconductive rigid frame connected to the first\nrechargeable\nbattery\nand the second rechargeable\nbattery\n, the positive\nelectrically\n34\nDate Recue/Date Received 2022-03-30\n85949381\nconductive rigid frame comprising multiple\nelectrically\nconductive rigid frame\nmembers connected together end-to-end;\na negative\nelectrically\nconductive rigid frame connected to the first\nrechargeable\nbattery\nand the second rechargeable\nbattery\n, the negative\nelectrically\nconductive rigid frame comprising multiple\nelectrically\nconductive rigid frame\nmembers connected together end-to-end;\na positive\nbattery\ncable having a positive\nbattery\nclamp, the positive\nbattery\ncable connected or connectable in\nelectrical\ncircuit with the\nelectrically\nconductive frame;\na negative\nbattery\ncable having a negative\nbattery\nclamp, the negative\ncable connected or connectable in\nelectrical\ncircuit with the\nelectrically\nconductive\nframe; and\na selectable control switch connected to the positive\nelectrically\nconductive frame and the negative\nelectrically\nconductive frame, the\nselectable\ncontrol switch configured to selectably connect one or both of the first\nrechargeable\nbattery\nand the second rechargeable\nbattery\nin\nelectrical\ncircuit with the\npositive\nbattery\ncable and the negative\nbattery\ncable.\n52. The device according to claim 51, wherein the positive\nelectrically\nconductive rigid frame is constructed of the multiple\nelectrically\nconductive\nrigid frame\nmembers removably connected to one or more\nelectrical\ncomponents of the\npositive\nelectrically\nconductive frame, and wherein the negative\nelectrically\nconductive rigid\nframe is constructed of the multiple\nelectrically\nconductive rigid frame\nmembers\nremovably connected to one or more\nelectrical\ncomponents of the negative\nelectrically\nconductive frame.\n53. The device according to claim 52, wherein the multiple\nelectrically\nconductive rigid frame members each have at least one end configured for\nremovably\nconnecting the multiple\nelectrically\nconductive rigid frame members together\nor to the\nDate Recue/Date Received 2022-03-30\n85949381\none or more\nelectrical\ncomponents of the positive\nelectrically\nconductive\nframe and/or\nthe negative\nelectrically\nconductive frame.\n54. The device according to claim 51, further comprising a positive cam-\nlock connector connected to the positive\nelectrically\nconductive rigid frame\nand a\nnegative cam-lock connector connected to the negative\nelectrically\nconductive\nrigid\nframe for removably connecting the positive\nbattery\ncable and negative\nbattery\ncable\nto the jump starting device\n55. The device according to claim 52, wherein the one or more\nelectrical\ncomponents comprise a smart switch, a reverse current diode array, and a cam-\nlock\nconnector.\n56. A rechargeable jump starting device, comprising:\na rechargeable\nbattery\nhaving a positive terminal and negative terminal;\nan\nelectrically\nconductive rigid frame comprising multiple\nelectrically\nconductive frame members connected together end-to-end;\na reverse flow diode assembly connected to the positive terminal of the\nrechargeable\nbattery\nby a first\nelectrically\nconductive rigid frame; and\na smart switch connected to the negative terminal of the rechargeable\nbattery\nby a second\nelectrically\nconductive rigid frame;\na positive\nbattery\ncable having a positive\nbattery\nclamp, the positive\nbattery\ncable\nelectrically\nconnected or connectable in\nelectrical\ncircuit with\nthe\nreverse flow diode assembly; and\na negative\nbattery\ncable having a negative\nbattery\nclamp, the negative\nbattery\ncable connected or connectable in\nelectrical\ncircuit with the smart\nswitch.\n57. The device according to claim 56,\nwherein the\nelectrically\nconductive frame further comprises a third\nelectrically\nconductive rigid frame member\nelectrically\nconnecting the reverse\nflow\n36\nDate Recue/Date Received 2022-03-30\n85949381\ndiode assembly to a positive cam-lock and a fourth\nelectrically\nrigid frame\nmember\nelectrically\nconnecting the smart switch to a negative cam-lock,\nwherein the positive cam-lock is configured to removably connect the\npositive\nbattery\ncable to the positive cam-lock; and\nwherein the negative cam-lock is configured to removably connect the\nnegative\nbattery\ncable to the negative cam-lock.\n58. The device according to claim 57,\nwherein the rechargeable\nbattery\ncomprises two 12V\nbatteries\n, and\nwherein the\nelectrically\nconductive rigid frame further comprises a\ncontrol switch configured to be selectively switched between a 12V mode and a\n24V\nmode of operation of the rechargeable jump starting device.\n59. The device according to claim 33, wherein the positive terminal\nelectrical\nconductor of the rechargeable\nbattery\nis connected to the positive\nelectrically\nconductive rigid frame by a conductive bolt and nut installed\nthrough a\nthrough hole of the positive terminal\nelectrical\nconductor of the rechargeable\nbattery\nand a through hole of the positive\nelectrically\nconductive rigid frame, and\nwherein the\nnegative terminal\nelectrical\nconductor of the rechargeable\nbattery\nis\nconnected to the\nnegative\nelectrically\nconductive rigid frame by another conductive bolt and\nnut\ninstalled through a through hole in the negative terminal\nelectrical\nconductor\nof the\nrechargeable\nbattery\nand a through hole of the negative\nelectrically\nconductive rigid\nframe.\n60. The device according to claim 33, wherein the multiple\nelectrically\nconductive rigid frame members are\nelectrically\nconductive plates or bars.\n37\nDate Recue/Date Received 2022-03-30 | 62/552,065 | United States of America | 2017-08-30 | L'invention concerne un dispositif de rechargement de batterie rechargeable comprenant un trajet électrique hautement conducteur entre une batterie rechargeable du dispositif et une batterie de véhicule en cours de rechargement. Le trajet hautement conducteur peut être fourni par un cadre à haute conductivité électrique connectant une ou plusieurs batteries du dispositif de rechargement de batterie rechargeable aux pinces de batterie du dispositif de rechargement de batterie rechargeable. | True |
| 279 | Patent 2757873 Summary - Canadian Patents Database | CA 2757873 | NaN | BATTERYCHARGING CONTROL METHODS,ELECTRICVEHICLECHARGING METHODS,BATTERYCHARGING APPARATUSES AND RECHARGEABLEBATTERYSYSTEMS | PROCEDES DE CONTROLE DE CHARGE DE BATTERIE, PROCEDES DE CHARGE DE VEHICULE ELECTRIQUE, APPAREILS DE CHARGE DE BATTERIE ET SYSTEMES DE BATTERIE RECHARGEABLE | NaN | TUFFNER, FRANCIS K., KINTNER-MEYER, MICHAEL C.W., HAMMERSTROM, DONALD J., PRATT, RICHARD M. | 2019-06-18 | 2010-05-11 | MARKS & CLERK | English | BATTELLE MEMORIAL INSTITUTE | The embodiments of the invention in which an exclusive property or\nprivilege is claimed are defined as follows.\n1. A regulation system for providing balancing services in an\nelectrical\npower\ndistribution grid between power generation and consumption of\nelectrical\nenergy,\nthe regulation system comprising.\na. a rechargeable energy storage device,\nb. a control device for managing a transfer of\nelectrical\nenergy\nbetween the power distribution grid and the energy storage device,\nthe control device configured for:\ni. processing locally of the energy storage device data\nconveying one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy in the power distribution grid to detect the\npresence of an imbalance between power generation and\nconsumption of\nelectrical\nenergy in the power distribution\ngrid;\nii controlling a transfer of\nelectrical\nenergy between the power\ndistribution grid and the energy storage device in an attempt\nto reduce the imbalance\n2. A regulation system as defined in claim 1, wherein the control device is\nconfigured to derive the data conveying the one or more\nelectrical\ncharacteristics\nof the\nelectrical\nenergy locally of the energy storage device.\n3. A regulation system as defined in claim 2, including an interface for\ncoupling the control device to the power distribution grid for deriving the\ndata\nconveying the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy.\n4. A regulation system as defined in claim 3, wherein the data conveys\ninformation on the frequency of the\nelectrical\nenergy.\n27\n5. A regulation system as defined in claim 4, wherein the control device is\nconfigured to derive the data conveying information on the frequency at a\nplurality of moments in time to detect the presence of the imbalance at\ndifferent\nmoments in time.\n6. A regulation system as defined in claim 1, wherein the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy includes the frequency of\nthe\nelectrical\nenergy, the control device is configured for receiving frequency\ndata\nfrom a utility entity via a data communication channel and to process the\nfrequency data locally of the energy storage device to detect the presence of\nan\nimbalance between power generation and consumption of\nelectrical\nenergy.\n7. A regulation system as defined in claim 6, wherein the utility entity\nincludes a smart meter.\n8. A regulation system as defined in claim 6, wherein the utility entity\nincludes an advanced meter infrastructure.\n9. A regulation system as defined in any one of claims 1 to 8, wherein the\ncontrol device is configured for reducing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation deficit in the power distribution grid.\n10. A regulation system as defined in claim 9, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a nil level.\n11. A regulation system as defined in claim 10, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a non-nil\nlevel.\n12. A regulation system as defined in claim 3, wherein the control device\nis\nconfigured to compare the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy to a threshold to detect the presence of the imbalance.\n28\n13. A regulation system as defined in any one of claims 1 to 8, wherein the\ncontrol device is configured for increasing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation surplus in the power distribution grid.\n14. A regulation system for providing balancing services in an\nelectrical\npower\ndistribution grid between power generation and consumption of\nelectrical\nenergy,\nthe regulation system comprising:\na. a rechargeable energy storage device;\nb. a control device for managing a transfer of\nelectrical\nenergy\nbetween the power distribution grid and the energy storage device,\nthe control device configured for:\ni. detecting the presence of an imbalance between power\ngeneration and consumption of\nelectrical\nenergy in the\npower distribution grid, the detecting being performed\nwithout data communications between the control device\nand a utility entity associated with the power distribution grid;\nii. controlling a transfer of\nelectrical\nenergy between the power\ndistribution grid and the energy storage device in an attempt\nto reduce the imbalance.\n15. A regulation system as defined in claim 14, wherein the control device\nis\nconfigured to process data conveying one or more\nelectrical\ncharacteristics of\nthe\nelectrical\nenergy in the power distribution grid to detect the presence of the\nimbalance.\n16. A regulation system as defined in claim 15, wherein the control device\nis\nconfigured to compare the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy to a threshold to detect the presence of the imbalance.\n29\n17. A regulation system as defined in claim 15, wherein the data conveys\ninformation on the frequency of the\nelectrical\nenergy.\n18. A regulation system as defined in claim 16, wherein the control device\nincludes an interface coupled to the power distribution grid to derive from\nthe\npower distribution grid the data conveying information on the frequency.\n19. A regulation system as defined in any one of claims 14 to 18, wherein\nthe\ncontrol device is configured for reducing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation deficit in the power distribution grid.\n20. A regulation system as defined in claim 19, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a nil level.\n21. A regulation system as defined in claim 19, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a non-nil\nlevel.\n22. A regulation system as defined in any one of claims 14 to 18, wherein\nthe\ncontrol device is configured for increasing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation surplus in the power distribution grid.\n23. A regulation system for providing balancing services in an\nelectrical\npower\ndistribution grid between power generation and consumption of\nelectrical\nenergy,\nthe regulation system comprising:\na. a rechargeable energy storage device;\nb. a control device for managing a transfer of\nelectrical\nenergy\nbetween the power distribution grid and the energy storage device,\nthe control device configured for:\ni. upon occurrence of an imbalance between power generation\nand consumption of\nelectrical\nenergy, computing locally of\nthe energy storage device a rate of transfer of\nelectrical\nenergy between the power distribution grid and the energy\nstorage device, the rate of transfer selected to reduce the\nimbalance;\nii. controlling the transfer of\nelectrical\nenergy between the\nenergy storage device and the power distribution grid\naccording to the computed rate.\n24. A regulation system as defined in claim 23, wherein the control device\nis\nconfigured for processing locally of the energy storage device data conveying\none or more\nelectrical\ncharacteristics of the\nelectrical\nenergy in the power\ndistribution grid to detect the presence of the imbalance between power\ngeneration and consumption of\nelectrical\nenergy in the power distribution\ngrid.\n25. A regulation system as defined in claim 24, wherein the control device\nis\nconfigured to derive the data conveying the one or more\nelectrical\ncharacteristics\nof the\nelectrical\nenergy locally of the energy storage device.\n26. A regulation system as defined in claim 24, including an interface for\ncoupling the control device to the power distribution grid for deriving the\ndata\nconveying the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy.\n27. A regulation system as defined in claim 26, wherein the data conveys\ninformation on the frequency of the\nelectrical\nenergy.\n28. A regulation system as defined in claim 27, wherein the control device\nis\nconfigured to derive the data conveying information on the frequency at a\nplurality of moments in time to detect the presence of the imbalance at\ndifferent\nmoments in time.\n29. A regulation system as defined in claim 24, wherein the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy includes the frequency of\nthe\n31\nelectrical\nenergy, the control device is configured for receiving frequency\ndata\nfrom a utility entity via a data communication channel and to process the\nfrequency data locally of the energy storage device to detect the presence of\nan\nimbalance between power generation and consumption of\nelectrical\nenergy.\n30. A regulation system as defined in claim 29, wherein the utility entity\nincludes a smart meter.\n31. A regulation system as defined in claim 29, wherein the utility entity\nincludes an advanced meter infrastructure.\n32. A regulation system as defined in any one of claims 23 to 31, wherein\nthe\ncontrol device is configured for reducing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation deficit in the power distribution grid.\n33. A regulation system as defined in claim 32, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a nil level.\n34. A regulation system as defined in claim 33, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a non-nil\nlevel.\n35. A regulation system as defined in any one of claims 23 to 31, wherein\nthe\ncontrol device is configured for increasing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation surplus in the power distribution grid.\n36. A regulation system as defined in any one of claims 23 to 35, wherein\nthe\ncontrol device being configured to compute the rate of transfer of\nelectrical\nenergy by using as a factor a state of charge of the energy storage device.\n32\n37 A regulation system as defined in any one of claims 1 to 13, wherein the\nstep of controlling a transfer of\nelectrical\nenergy between the power\ndistribution\ngrid and the energy storage device in an attempt to reduce the imbalance,\nincludes determining a rate of transfer of\nelectrical\nenergy by using as a\nfactor a\nstate of charge of the energy storage device.\n38. A regulation system as defined in any one of claims 14 to 22, wherein\nthe\nstep of computing locally of the energy storage device a rate of transfer of\nelectrical\nenergy between the power distribution grid and the energy storage\ndevice is performed by using as a factor a state of charge of the energy\nstorage\ndevice.\n33 | 12/467,192 | United States of America | 2009-05-15 | La présente invention concerne des procédés de contrôle de charge de batterie, des procédés de charge de véhicule électrique, des appareils de charge de batterie et des systèmes de batterie rechargeable. Selon un aspect de l'invention, un procédé de contrôle de charge de batterie comprend l'accès aux informations relatives à la présence d'un excédent et/ou d'une insuffisance de l'énergie électrique dans un système de distribution d'énergie électrique à une pluralité de moments différents dans le temps, l'utilisation de ces informations et le contrôle et l'ajustement de la quantité d'énergie électrique fournie par le système de distribution d'énergie électrique à une batterie rechargeable pour charger cette batterie rechargeable. | True |
| 280 | Patent 2851593 Summary - Canadian Patents Database | CA 2851593 | NaN | WIRING PROTECTIVE COVER STRUCTURE FORELECTRICDRIVEVEHICLE | STRUCTURE DE COUVERTURE PROTECTRICE DE CABLAGE POUR VEHICULE ELECTRIQUE | NaN | SEKI, HIDEMI, ITOU, KEISUKE | 2018-02-27 | 2012-10-17 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | Claims\n1. A\nvehicle\ncomprising a wiring protective cover structure for an\nelectric\ndrive\nvehicle\n, the structure including:\na\nbattery\n;\nan\nelectric\npower converter that converts\nelectric\npower from the\nbattery\n;\na cooling passage through which air used for cooling the\nbattery\nflows;\nwiring that connects the\nbattery\nand the\nelectric\npower converter; and\na wiring protective cover that protects the wiring,\nwherein the\nbattery\nand the\nelectric\npower converter are disposed on opposite\nside of a seat in a front-rear-direction of the\nvehicle\n,\nand wherein the\nelectric\npower converter is disposed on a center tunnel that\nis\nformed by a floor panel,\nand wherein the wiring is disposed on a top surface of the floor panel of the\nvehicle\n,\nand wherein the wiring protective cover is formed as a metallic cover that is\ndisposed on the floor panel to cover the wiring and to be used to form the\ncooling\npassage with the floor panel.\n2. The\nvehicle\nof Claim 1,\nwherein the cooling passage is disposed under the seat.\n3. The\nvehicle\nof Claim 1 or 2,\nwherein the wiring includes a DC line cable that supplies\nelectric\npower to\nthe\nelectric\npower converter and a control line cable that controls the\nbattery\n,\nand wherein the DC line cable and the control line cable are separately\ndisposed at both sides of the wiring protective cover in a\nvehicle\nwidth\ndirection.\n16\n4. The\nvehicle\nof any one of Claims 1 to 3,\nwherein the wiring protective cover is disposed on the center tunnel that is\nformed by the floor panel.\n5. The\nvehicle\nof any one of Claims 1 to 4,\nwherein the cooling passage is directly formed by the floor panel with the\ncenter tunnel as a part thereof and the metallic wiring protective cover that\nis disposed\nto cover the wiring.\n6. The\nvehicle\nof any one of Claims 1 to 4,\nwherein the cooling passage has a duct member disposed in a space formed by\nthe floor panel that has the center tunnel and the metallic wiring protective\ncover that\nis disposed to cover the wiring.\n7. The\nvehicle\nof Claim 6,\nwherein the duct member has plural wiring holding sections, each of which\nextends laterally from a side surface thereof in the\nvehicle\nwidth direction\nso as to hold\nthe wiring.\n17 | 2011-233012 | Japan | 2011-10-24 | L'invention concerne une structure de couverture protectrice de câblage pour véhicule électrique, qui peut également être utilisée pour le refroidissement de batteries tout en isolant efficacement le bruit qui est produit du câblage servant à relier un convertisseur de puissance électrique à une batterie disposée sur un panneau de plancher. Un câble (25) de ligne de commande et un câble (23) de ligne à courant continu servant à relier une batterie (21) à un convertisseur de puissance électrique (22) sont disposés sur la surface supérieure du tunnel central (37) d'un véhicule (1), et une couverture protectrice (35) de câblage constituée de métal comprend un passage (30) de refroidissement disposé à l'intérieur de celle-ci et est disposés sur un panneau (36) de plancher de façon à recouvrir le câble (23) de ligne à courant continu et le câble (25) de ligne de commande. | True |
| 281 | Patent 2538299 Summary - Canadian Patents Database | CA 2538299 | NaN | ENERGY STORAGE DEVICE FOR LOADS HAVING VARIABLE POWER CONSUMPTION | DISPOSITIF DE STOCKAGE D'ENERGIE POUR DES CHARGES A CONSOMMATION DE PUISSANCE VARIABLE | NaN | DASGUPTA, SANKAR, JACOBS, JAMES K., BHOLA, RAKESH | 2013-05-28 | 2004-09-07 | RICHES, MCKENZIE & HERBERT LLP | English | ELECTROVAYA INC. | 35\nThe embodiments of the invention in which an exclusive property or privilege\nis claimed\nare defined as follows:\n1. A power source for supplying\nelectrical\npower to a driving motor, said\ndriving motor\ndrawing\nelectrical\npower at different rates, the power source comprising:\na rechargeable energy\nbattery\nhaving a first total impedance for storing\nelectrical\nenergy and providing\nelectrical\npower to the driving motor at a first range\nof power rates;\na rechargeable power\nbattery\nhaving a second total impedance, less than the\nfirst\ntotal impedance, for storing\nelectrical\nenergy and providing\nelectrical\npower to the driving motor at a second range of power rates;\nwherein the rechargeable energy\nbattery\nis directly connected in parallel with\nthe\nrechargeable power\nbattery\nand the driving motor such that the\nelectrical\nenergy stored in the rechargeable energy\nbattery\nis provided to the driving\nmotor in combination with\nelectrical\nenergy stored in the rechargeable\npower\nbattery\n; and\nwherein the rechargeable energy\nbattery\nsubstantially continuously recharges\nthe\nrechargeable power\nbattery\nwith any excess power not provided to the\ndriving motor; said power source further comprising\na\nbattery\ncontroller capable of controlling the substantially continuous\nrecharging\nof the rechargeable power\nbattery\nwith\nelectrical\nenergy from the\nrechargeable energy\nbattery\nnot required by the driving motor;\nwherein the\nbattery\ncontroller utilizes inherent control of the rechargeable\nenergy\nbattery\nand rechargeable power\nbattery\n, such that the\nbattery\ncontroller\ninitially connects the rechargeable power\nbattery\nand the rechargeable\nenergy\nbattery\nin parallel.\n2. The power source as defined in claim 1 wherein the\nbattery\ncontroller\ncontrols the\nsubstantially continuous recharging of the rechargeable power\nbattery\nby\ncontrolling the\nelectrical\nenergy passing through a first connection from the rechargeable\nenergy\nbattery\nto the rechargeable power\nbattery\n.\n36\n3. The power source as defined in claim 1 wherein the\nbattery\ncontroller\ninitially\nconnects each of the rechargeable power\nbattery\n, the rechargeable energy\nbattery\nand the\ndriving motor in parallel.\n4. The power source as defined in claim 1 wherein the rechargeable power\nbattery\nand\nrechargeable energy\nbattery\nhave a range of overlapping nominal voltages.\n5. The power source as defined in claim 4 wherein the rechargeable energy\nbattery\nsubstantially continuously recharges the rechargeable power\nbattery\nwith any\nexcess\npower not used by the driving motor.\n6. The power source as defined in claim 5 wherein the rechargeable power\nbattery\nconsists of at least one bank of 8 lead acid\nbatteries\nin series, each lead\nacid\nbattery\nhaving a nominal voltage of 10.5 volts to 13 volts and the rechargeable energy\nbattery\nconsists of at least one bank of 27 lithium ion cells connected in series,\neach lithium ion\ncell having a nominal voltage of 3 volts to 4.2 volts.\n7. The power source as defined in claim 1 wherein the second total impedance\nis between\n10% to 60% of the first total impedance.\n8. The power source as defined in claim 7 wherein the second total impedance\nis between\n35% to 50% of the first total impedance.\n9. The power source as defined in claim 1 further comprising a switch between\nthe\nrechargeable energy\nbattery\nand the rechargeable power\nbattery\n; and wherein\nthe\nbattery\ncontroller initially connects the rechargeable power\nbattery\nto the\nrechargeable energy\nbattery\nin parallel by controlling the switch along the first connection.\nlithium based\nbattery\nselected from the group consisting of non-aqueous\nlithium-ion\nbatteries\n, lithium air\nbatteries\nand polymer lithium ion\nbatteries\n, and, the\nrechargeable\n10. The power source as defined in claim 1 wherein the rechargeable energy\nbattery\nis a\npower\nbattery\nis a lead-acid\nbattery\n.\n37\n11. The power source as defined in claim 1 wherein the rechargeable energy\nbattery\nis a\nnon-aqueous polymer lithium\nbattery\npack.\n12. The power source as defined in claim 11 wherein the power source has a\ncasing and a\nportion of the casing is occupied by the non-aqueous polymer lithium\nbattery\npack.\n13. The power source as defined in claim 3 wherein the driving motor drives a\nvehicle\nwithin which the rechargeable power\nbattery\nand rechargeable energy\nbattery\nare\ncontained and, wherein the\nbattery\ncontroller can be contained within or\nremoved from\nthe\nvehicle\n.\n14. A method for storing\nelectrical\nenergy for an\nelectrical\nload drawing\nelectrical\npower\nat different rates, said method comprising:\ncharging a rechargeable energy\nbattery\nhaving a first total impedance;\ncharging a rechargeable power\nbattery\nhaving a second total impedance, less\nthan\nthe first total impedance;\nsupplying\nelectrical\nenergy from the rechargeable energy\nbattery\nand the\nrechargeable power\nbattery\nto the\nelectrical\nload, said rechargeable power\nbattery\n, said rechargeable energy\nbattery\nand said\nelectrical\nload are\nconnected to each other in parallel such that the\nelectrical\nenergy stored in\nthe rechargeable energy\nbattery\nis provided to the\nelectrical\nload in\ncombination with the\nelectrical\nenergy stored in the rechargeable power\nbattery\nwhen required by the\nelectrical\nload, and, when not required by\nthe\nelectrical\nload the\nelectrical\nenergy from the rechargeable energy\nbattery\nsubstantially continuously recharges the rechargeable power\nbattery\n;\nsubstantially continuously recharging the rechargeable power\nbattery\nfrom the\nrechargeable energy\nbattery\nwith\nelectrical\nenergy not required by the\nelectrical\nload, by utilizing inherent control of the rechargeable energy\nbattery\nand rechargeable power\nbattery\n.\n38\n15. A method as defined in claim 14 further comprising: connecting the\nrechargeable\nenergy\nbattery\nin parallel with the rechargeable power\nbattery\nprior to\nconnecting the\nrechargeable energy\nbattery\nto the\nelectrical\nload.\n16. A method as defined in claim 14 wherein the\nelectrical\nload is a driving\nmotor in a\nvehicle\nto drive the\nvehicle\n, and, the rechargeable energy\nbattery\nand the\nrechargeable\npower\nbattery\nare contained in the\nvehicle\nwith the rechargeable power\nbattery\nlocated\nnearer the driving motor than the rechargeable energy\nbattery\n.\n17. The method as defined in claim 16 further comprising: periodically\nrecharging the\nrechargeable energy\nbattery\n, from an external fixed\nelectrical\nsource, when\nthe energy\ncapacity of the rechargeable energy\nbattery\nfalls below a threshold.\n18. The method as defined in claim 14 wherein the rechargeable energy\nbattery\nis\nselected from the group consisting of non-aqueous lithium-ion\nbatteries\n,\nlithium air\nbatteries\n, polymer lithium-ion\nbatteries\nand sodium-sulfur\nbatteries\n; and\nwherein the rechargeable power\nbattery\nis selected from the group consisting\nof\nlead-acid\nbatteries\n, high-rate lithium\nbatteries\n, lithium-ion\nbatteries\n, high-\nrate nickel aqueous\nbatteries\n, nickel metal\nbatteries\n, nickel alloy hybrid\nbearing\nbatteries\nand nickel cadmium\nbatteries\n. | 10/661,813 | United States of America | 2003-09-15 | La présente invention concerne un dispositif de stockage d'énergie permettant de stocker de l'énergie électrique et de fournir cette énergie électrique à un moteur d'entraînement à différents niveaux de puissance. Ce dispositif de stockage d'énergie comprend une batterie d'énergie qui est connectée à une batterie de puissance. La batterie d'énergie présente une densité d'énergie supérieure à celle de la batterie de puissance. Cependant, la batterie de puissance peut fournir une puissance électrique au moteur électrique à différents rapports de puissance, ce qui permet d'assurer une alimentation suffisante en puissance et en courant du moteur lorsque cela est nécessaire. La batterie de puissance peut être rechargée par la batterie de stockage d'énergie. Ainsi, la batterie de puissance stocke temporairement de l'énergie électrique provenant de la batterie d'énergie et les deux batteries peuvent fournir de l'énergie électrique à différents rapports de puissance, tel que cela est demandé par le moteur. Le dispositif de stockage d'énergie selon cette invention peut être connecté de manière détachable à une source de puissance externe, afin de recharger les deux batteries. Les deux batteries peuvent être rechargées de manière indépendante, afin d'optimiser les caractéristiques de recharge et de durée de vie des batteries. | True |
| 282 | Patent 2757873 Summary - Canadian Patents Database | CA 2757873 | NaN | BATTERYCHARGING CONTROL METHODS,ELECTRICVEHICLECHARGING METHODS,BATTERYCHARGING APPARATUSES AND RECHARGEABLEBATTERYSYSTEMS | PROCEDES DE CONTROLE DE CHARGE DE BATTERIE, PROCEDES DE CHARGE DE VEHICULE ELECTRIQUE, APPAREILS DE CHARGE DE BATTERIE ET SYSTEMES DE BATTERIE RECHARGEABLE | NaN | TUFFNER, FRANCIS K., KINTNER-MEYER, MICHAEL C.W., HAMMERSTROM, DONALD J., PRATT, RICHARD M. | 2019-06-18 | 2010-05-11 | MARKS & CLERK | English | BATTELLE MEMORIAL INSTITUTE | The embodiments of the invention in which an exclusive property or\nprivilege is claimed are defined as follows.\n1. A regulation system for providing balancing services in an\nelectrical\npower\ndistribution grid between power generation and consumption of\nelectrical\nenergy,\nthe regulation system comprising.\na. a rechargeable energy storage device,\nb. a control device for managing a transfer of\nelectrical\nenergy\nbetween the power distribution grid and the energy storage device,\nthe control device configured for:\ni. processing locally of the energy storage device data\nconveying one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy in the power distribution grid to detect the\npresence of an imbalance between power generation and\nconsumption of\nelectrical\nenergy in the power distribution\ngrid;\nii controlling a transfer of\nelectrical\nenergy between the power\ndistribution grid and the energy storage device in an attempt\nto reduce the imbalance\n2. A regulation system as defined in claim 1, wherein the control device is\nconfigured to derive the data conveying the one or more\nelectrical\ncharacteristics\nof the\nelectrical\nenergy locally of the energy storage device.\n3. A regulation system as defined in claim 2, including an interface for\ncoupling the control device to the power distribution grid for deriving the\ndata\nconveying the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy.\n4. A regulation system as defined in claim 3, wherein the data conveys\ninformation on the frequency of the\nelectrical\nenergy.\n27\n5. A regulation system as defined in claim 4, wherein the control device is\nconfigured to derive the data conveying information on the frequency at a\nplurality of moments in time to detect the presence of the imbalance at\ndifferent\nmoments in time.\n6. A regulation system as defined in claim 1, wherein the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy includes the frequency of\nthe\nelectrical\nenergy, the control device is configured for receiving frequency\ndata\nfrom a utility entity via a data communication channel and to process the\nfrequency data locally of the energy storage device to detect the presence of\nan\nimbalance between power generation and consumption of\nelectrical\nenergy.\n7. A regulation system as defined in claim 6, wherein the utility entity\nincludes a smart meter.\n8. A regulation system as defined in claim 6, wherein the utility entity\nincludes an advanced meter infrastructure.\n9. A regulation system as defined in any one of claims 1 to 8, wherein the\ncontrol device is configured for reducing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation deficit in the power distribution grid.\n10. A regulation system as defined in claim 9, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a nil level.\n11. A regulation system as defined in claim 10, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a non-nil\nlevel.\n12. A regulation system as defined in claim 3, wherein the control device\nis\nconfigured to compare the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy to a threshold to detect the presence of the imbalance.\n28\n13. A regulation system as defined in any one of claims 1 to 8, wherein the\ncontrol device is configured for increasing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation surplus in the power distribution grid.\n14. A regulation system for providing balancing services in an\nelectrical\npower\ndistribution grid between power generation and consumption of\nelectrical\nenergy,\nthe regulation system comprising:\na. a rechargeable energy storage device;\nb. a control device for managing a transfer of\nelectrical\nenergy\nbetween the power distribution grid and the energy storage device,\nthe control device configured for:\ni. detecting the presence of an imbalance between power\ngeneration and consumption of\nelectrical\nenergy in the\npower distribution grid, the detecting being performed\nwithout data communications between the control device\nand a utility entity associated with the power distribution grid;\nii. controlling a transfer of\nelectrical\nenergy between the power\ndistribution grid and the energy storage device in an attempt\nto reduce the imbalance.\n15. A regulation system as defined in claim 14, wherein the control device\nis\nconfigured to process data conveying one or more\nelectrical\ncharacteristics of\nthe\nelectrical\nenergy in the power distribution grid to detect the presence of the\nimbalance.\n16. A regulation system as defined in claim 15, wherein the control device\nis\nconfigured to compare the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy to a threshold to detect the presence of the imbalance.\n29\n17. A regulation system as defined in claim 15, wherein the data conveys\ninformation on the frequency of the\nelectrical\nenergy.\n18. A regulation system as defined in claim 16, wherein the control device\nincludes an interface coupled to the power distribution grid to derive from\nthe\npower distribution grid the data conveying information on the frequency.\n19. A regulation system as defined in any one of claims 14 to 18, wherein\nthe\ncontrol device is configured for reducing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation deficit in the power distribution grid.\n20. A regulation system as defined in claim 19, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a nil level.\n21. A regulation system as defined in claim 19, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a non-nil\nlevel.\n22. A regulation system as defined in any one of claims 14 to 18, wherein\nthe\ncontrol device is configured for increasing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation surplus in the power distribution grid.\n23. A regulation system for providing balancing services in an\nelectrical\npower\ndistribution grid between power generation and consumption of\nelectrical\nenergy,\nthe regulation system comprising:\na. a rechargeable energy storage device;\nb. a control device for managing a transfer of\nelectrical\nenergy\nbetween the power distribution grid and the energy storage device,\nthe control device configured for:\ni. upon occurrence of an imbalance between power generation\nand consumption of\nelectrical\nenergy, computing locally of\nthe energy storage device a rate of transfer of\nelectrical\nenergy between the power distribution grid and the energy\nstorage device, the rate of transfer selected to reduce the\nimbalance;\nii. controlling the transfer of\nelectrical\nenergy between the\nenergy storage device and the power distribution grid\naccording to the computed rate.\n24. A regulation system as defined in claim 23, wherein the control device\nis\nconfigured for processing locally of the energy storage device data conveying\none or more\nelectrical\ncharacteristics of the\nelectrical\nenergy in the power\ndistribution grid to detect the presence of the imbalance between power\ngeneration and consumption of\nelectrical\nenergy in the power distribution\ngrid.\n25. A regulation system as defined in claim 24, wherein the control device\nis\nconfigured to derive the data conveying the one or more\nelectrical\ncharacteristics\nof the\nelectrical\nenergy locally of the energy storage device.\n26. A regulation system as defined in claim 24, including an interface for\ncoupling the control device to the power distribution grid for deriving the\ndata\nconveying the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy.\n27. A regulation system as defined in claim 26, wherein the data conveys\ninformation on the frequency of the\nelectrical\nenergy.\n28. A regulation system as defined in claim 27, wherein the control device\nis\nconfigured to derive the data conveying information on the frequency at a\nplurality of moments in time to detect the presence of the imbalance at\ndifferent\nmoments in time.\n29. A regulation system as defined in claim 24, wherein the one or more\nelectrical\ncharacteristics of the\nelectrical\nenergy includes the frequency of\nthe\n31\nelectrical\nenergy, the control device is configured for receiving frequency\ndata\nfrom a utility entity via a data communication channel and to process the\nfrequency data locally of the energy storage device to detect the presence of\nan\nimbalance between power generation and consumption of\nelectrical\nenergy.\n30. A regulation system as defined in claim 29, wherein the utility entity\nincludes a smart meter.\n31. A regulation system as defined in claim 29, wherein the utility entity\nincludes an advanced meter infrastructure.\n32. A regulation system as defined in any one of claims 23 to 31, wherein\nthe\ncontrol device is configured for reducing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation deficit in the power distribution grid.\n33. A regulation system as defined in claim 32, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a nil level.\n34. A regulation system as defined in claim 33, wherein the control device\nis\nconfigured to reduce the rate of transfer of\nelectrical\nenergy to a non-nil\nlevel.\n35. A regulation system as defined in any one of claims 23 to 31, wherein\nthe\ncontrol device is configured for increasing a rate of transfer of\nelectrical\nenergy\nfrom the power distribution grid to the energy storage device in response of\ndetection of a power generation surplus in the power distribution grid.\n36. A regulation system as defined in any one of claims 23 to 35, wherein\nthe\ncontrol device being configured to compute the rate of transfer of\nelectrical\nenergy by using as a factor a state of charge of the energy storage device.\n32\n37 A regulation system as defined in any one of claims 1 to 13, wherein the\nstep of controlling a transfer of\nelectrical\nenergy between the power\ndistribution\ngrid and the energy storage device in an attempt to reduce the imbalance,\nincludes determining a rate of transfer of\nelectrical\nenergy by using as a\nfactor a\nstate of charge of the energy storage device.\n38. A regulation system as defined in any one of claims 14 to 22, wherein\nthe\nstep of computing locally of the energy storage device a rate of transfer of\nelectrical\nenergy between the power distribution grid and the energy storage\ndevice is performed by using as a factor a state of charge of the energy\nstorage\ndevice.\n33 | 12/467,192 | United States of America | 2009-05-15 | La présente invention concerne des procédés de contrôle de charge de batterie, des procédés de charge de véhicule électrique, des appareils de charge de batterie et des systèmes de batterie rechargeable. Selon un aspect de l'invention, un procédé de contrôle de charge de batterie comprend l'accès aux informations relatives à la présence d'un excédent et/ou d'une insuffisance de l'énergie électrique dans un système de distribution d'énergie électrique à une pluralité de moments différents dans le temps, l'utilisation de ces informations et le contrôle et l'ajustement de la quantité d'énergie électrique fournie par le système de distribution d'énergie électrique à une batterie rechargeable pour charger cette batterie rechargeable. | True |
| 283 | Patent 2851593 Summary - Canadian Patents Database | CA 2851593 | NaN | WIRING PROTECTIVE COVER STRUCTURE FORELECTRICDRIVEVEHICLE | STRUCTURE DE COUVERTURE PROTECTRICE DE CABLAGE POUR VEHICULE ELECTRIQUE | NaN | SEKI, HIDEMI, ITOU, KEISUKE | 2018-02-27 | 2012-10-17 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | Claims\n1. A\nvehicle\ncomprising a wiring protective cover structure for an\nelectric\ndrive\nvehicle\n, the structure including:\na\nbattery\n;\nan\nelectric\npower converter that converts\nelectric\npower from the\nbattery\n;\na cooling passage through which air used for cooling the\nbattery\nflows;\nwiring that connects the\nbattery\nand the\nelectric\npower converter; and\na wiring protective cover that protects the wiring,\nwherein the\nbattery\nand the\nelectric\npower converter are disposed on opposite\nside of a seat in a front-rear-direction of the\nvehicle\n,\nand wherein the\nelectric\npower converter is disposed on a center tunnel that\nis\nformed by a floor panel,\nand wherein the wiring is disposed on a top surface of the floor panel of the\nvehicle\n,\nand wherein the wiring protective cover is formed as a metallic cover that is\ndisposed on the floor panel to cover the wiring and to be used to form the\ncooling\npassage with the floor panel.\n2. The\nvehicle\nof Claim 1,\nwherein the cooling passage is disposed under the seat.\n3. The\nvehicle\nof Claim 1 or 2,\nwherein the wiring includes a DC line cable that supplies\nelectric\npower to\nthe\nelectric\npower converter and a control line cable that controls the\nbattery\n,\nand wherein the DC line cable and the control line cable are separately\ndisposed at both sides of the wiring protective cover in a\nvehicle\nwidth\ndirection.\n16\n4. The\nvehicle\nof any one of Claims 1 to 3,\nwherein the wiring protective cover is disposed on the center tunnel that is\nformed by the floor panel.\n5. The\nvehicle\nof any one of Claims 1 to 4,\nwherein the cooling passage is directly formed by the floor panel with the\ncenter tunnel as a part thereof and the metallic wiring protective cover that\nis disposed\nto cover the wiring.\n6. The\nvehicle\nof any one of Claims 1 to 4,\nwherein the cooling passage has a duct member disposed in a space formed by\nthe floor panel that has the center tunnel and the metallic wiring protective\ncover that\nis disposed to cover the wiring.\n7. The\nvehicle\nof Claim 6,\nwherein the duct member has plural wiring holding sections, each of which\nextends laterally from a side surface thereof in the\nvehicle\nwidth direction\nso as to hold\nthe wiring.\n17 | 2011-233012 | Japan | 2011-10-24 | L'invention concerne une structure de couverture protectrice de câblage pour véhicule électrique, qui peut également être utilisée pour le refroidissement de batteries tout en isolant efficacement le bruit qui est produit du câblage servant à relier un convertisseur de puissance électrique à une batterie disposée sur un panneau de plancher. Un câble (25) de ligne de commande et un câble (23) de ligne à courant continu servant à relier une batterie (21) à un convertisseur de puissance électrique (22) sont disposés sur la surface supérieure du tunnel central (37) d'un véhicule (1), et une couverture protectrice (35) de câblage constituée de métal comprend un passage (30) de refroidissement disposé à l'intérieur de celle-ci et est disposés sur un panneau (36) de plancher de façon à recouvrir le câble (23) de ligne à courant continu et le câble (25) de ligne de commande. | True |
| 284 | Patent 2254026 Summary - Canadian Patents Database | CA 2254026 | NaN | HYBRIDELECTRICVEHICLEWITH REDUCED AUXILIARY POWER TOBATTERIESDURING REGENERATIVE BRAKING | VEHICULE ELECTRIQUE HYBRIDE A POUVOIR AUXILIAIRE REDUIT AUX BATTERIES DURANT LE FREINAGE PAR RECUPERATION | NaN | LYONS, ARTHUR P., GREWE, TIMOTHY M. | 2006-04-04 | 1998-11-12 | OSLER, HOSKIN & HARCOURT LLP | English | BAE SYSTEMS CONTROLS, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A method for operating a hybrid\nelectric\nvehicle\nwhich derives at least some of its tractive effort from\nelectric\nbatteries\n, comprising the steps of:\nproviding energy from a traction\nbattery\nto a\ntraction motor/generator in at least one operating mode of\nsaid hybrid\nelectric\nvehicle\n;\nfrom time to time, dynamic braking said\nvehicle\nusing said motor/generator, and returning to said\nbatteries\nat\nleast a portion of the\nelectrical\nenergy made available by\nsaid dynamic braking;\nduring those intervals in which said dynamic braking\nis not performed, charging said\nbatteries\nfrom an auxiliary\nsource of\nelectrical\npower separate from said motor/generator,\nsaid charging being in an amount suitable for normal operation\nof said\nvehicle\n; and\nduring those intervals in which dynamic braking is\nbeing performed, charging said\nbatteries\nfrom said auxiliary\nsource of\nelectrical\npower, at a rate reduced from said\namount.\n2. A method according to claim 1, wherein said step\nof charging said\nbatteries\nfrom an auxiliary source of\nelectrical\npower includes the step of charging said\nbatteries\nfrom an\nelectrical\ngenerator driven by an internal combustion\nengine.\n3. A method according to claim 2, wherein the\ninternal combustion engine is a diesel engine and said step of\ncharging said\nbatteries\nfrom an\nelectrical\ngenerator includes\n-29-\nthe step of charging said\nbatteries\nfrom a generator driven by\nthe diesel engine.\n4. A method according to claim 1, wherein said step\nof charging said\nbatteries\nfrom an\nelectrical\ngenerator\nincludes the step of charging said\nbatteries\nfrom a fuel cell.\n-30- | 60/066,736 | United States of America | 1997-11-21 | Un véhicule électrique est commandé de sorte à conformer son fonctionnement à celui d'un véhicule à moteur à combustion interne classique. Dans certains modes de réalisation, la magnitude du chargement des batteries par la source d'électricité auxiliaire et par le freinage dynamique est augmentée lorsque les batteries sont dans un état de charge compris entre une charge partielle et une charge complète, la magnitude du chargement étant liée à l'état de charge relatif de la batterie. L'écart entre la demande du moteur de traction et l'énergie disponible auprès de la source électrique auxiliaire est comblé par les batteries, dans une quantité dépendant de l'état des batteries, de telle sorte que la quantité totale de l'écart est fournie lorsque les batteries sont pratiquement en charge complète, et peu ou pas d'énergie n'est fournie par les batteries lorsqu'elles sont pratiquement déchargées. Lorsque les batteries sont dans un état compris entre une charge quasi-complète et une décharge quasi-complète, elles fournissent une quantité d'énergie dépendant monotonement de l'état de charge. Le chargement des batteries par la source auxiliaire est réduit pendant le freinage dynamique, lorsque les batteries sont en charge quasi-complète. La commande de la quantité d'énergie renvoyée pendant le freinage dynamique peut être réalisée par la commande de l'efficacité transductive du moteur de traction utilisé en tant que générateur. | True |
| 285 | Patent 2927503 Summary - Canadian Patents Database | CA 2927503 | NaN | POSITIVE LOCKING CONFIRMATION MECHANISM FORBATTERYCONTACT OFELECTRICVEHICLEAND POSITIVE LOCKING CONFIRMATION DEVICE FOR ELECTRODE OFBATTERYPACK | PROCEDE DE CONFIRMATION D'UN ETAT VERROUILLE D'UN CONTACT DE BATTERIE POUR VEHICULE ELECTRIQUE ET APPAREIL POUR CONFIRMER L'ETAT VERROUILLE D'UNE ELECTRODE DE MODULE DE BATTERIE | NaN | YANG, ANTHONY ANTAO, CHEN, GORDON CHING | NaN | 2013-10-16 | BORDEN LADNER GERVAIS LLP | English | ALEEES ECO ARK (CAYMAN) CO. LTD. | CLAIMS:\n1. A positive locking confirmation mechanism for a\nbattery\ncontact of an\nelectric\nvehicle\n, the positive locking confirmation mechanism comprising:\nan electrode comprising an electrode thread and a positioning thread;\na terminal bolt locked on the electrode, so that a conductor is contacted with\nthe electrode, wherein a head portion of the terminal bolt comprises at least\none\npositioning recess;\na positioning bolt screwed into the positioning thread, so that a sensing\ncontact\nof a\nbattery\nmanagement unit is fixed on the electrode, wherein when the\npositioning bolt is screwed into the positioning thread, the positioning bolt\nis\npartially received within the positioning recess; and\na sensing unit, wherein the sensing unit performs a computing process for\ndetermining whether the terminal bolt is in a positive locking state according\nto a\nresult of judging whether a voltage signal from the sensing contact is stable.\n2. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein if the voltage signal is\nstable, the\ncontrolling unit judges that the terminal bolt is in the positive locking\nstate.\n3. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 2, wherein if the controlling unit senses\nthat the\nterminal bolt is not in the positive locking state, the controlling unit\nissues an\nidentification code to a user to prompt the user to check a connection status\nof the\nterminal bolt.\n4. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the positioning bolt is made of\nan\ninsulation material.\n5. The positive locking confirmation mechanism for the\nbattery\ncontact of the\n11\nelectric\nvehicle\naccording to claim 1, wherein a non-conductive coating is\nformed\non a contact area between the sensing contact and the positioning bolt.\n6. The positive locking confirmation mechanism for the\nbattery\ncontact of the\nelectric\nvehicle\naccording to claim 1, wherein the controlling unit further\ncomprises a gyroscope for sensing a vibration frequency of the\nelectric\nvehicle\n,\nwherein the vibration frequency of the\nelectric\nvehicle\nis compared with a\nwaveform of the voltage signal.\n7. A positive locking confirmation device for an electrode of a\nbattery\npack,\nthe\npositive locking confirmation device comprising a terminal bolt, a positioning\nbolt\nand an electrode, wherein the positive locking confirmation device performs a\ncomputing process to continuously detecting whether a voltage signal from a\nsensing contact is stable, wherein when the positioning bolt is locked on the\nelectrode and partially received within a positioning recess of the terminal\nbolt, the\nterminal bolt is not rotated and the sensing contact is fixed on the\nelectrode.\n12 | NaN | NaN | NaN | L'invention concerne un mécanisme de confirmation de l'état verrouillé qui confirme un état d'un boulon d'électrode (102) sur un bloc-batterie d'un véhicule électrique. La cohérence d'un signal d'un capteur de tension sur une unité de gestion de batterie est surveillée, de sorte que l'unité de commande de véhicule puisse reconnaître la possibilité qu'un boulon d'électrode (102) se desserre, et l'unité de gestion de batterie peut détecter des informations de tension et un état verrouillé d'un boulon d'électrode (102) d'un bloc-batterie correspondant de manière à distinguer un boulon d'électrode (102) qui possède un risque potentiel de se desserrer et à fournir un identificateur du boulon d'électrode (102) afin d'effectuer une vérification. | True |
| 286 | Patent 2316881 Summary - Canadian Patents Database | CA 2316881 | NaN | POWER CONNECTOR SYSTEM FOR A RIDE-ONVEHICLE | SYSTEME DE CONNECTEUR D'ALIMENTATION POUR VEHICULE AUTOPORTE | NaN | BISHOP, JULIAN J., JR., CROFUT, CHUCK J., REYNOLDS, JEFFREY W. | 2004-01-20 | 1999-01-25 | SMART & BIGGAR | English | MATTEL, INC., ARK-LES CORPORATION | 11\nWE CLAIM:\n1. A\nbattery\nconnector system for use with a powered ride-on\nvehicle\nfor children, the\nvehicle\nincluding an\nelectric\nmotor adapted to drive\none or more wheels of the\nvehicle\nand a wiring harness adapted to convey\npower to the motor, the\nbattery\nconnector system comprising:\na plug attached to the wiring harness and including a case\nsubstantially enclosing positive and negative contacts, the plug further\nincluding a normally-open switch interposed between a switched one of the\ncontacts and the wiring harness, the switch having an actuator by which the\nswitch may be closed, whereby the switched contact is not\nelectrically\nconnected to the wiring harness until the switch is closed;\na\nbattery\nincluding positive and negative terminals; and\na socket including housing structure adapted to fit together with\nthe case and substantially enclosing positive and negative contacts connected\nto\npositive and negative terminals of the\nbattery\n, respectively, the housing\nstructure being adapted to position the contacts to engage the positive and\nnegative contacts on the plug when the housing structure and case are fit\ntogether, the socket further including a key adapted to engage the actuator\nand\nclose the switch when the housing structure and case are fit together.\n12\n2. The system of claim 1, wherein the socket housing\nstructure further includes a partition disposed between the positive and\nnegative\ncontacts to prevent accidental shorting therebetween.\n3. The system of claim 2, wherein the socket includes a plug-\nreceiving pocket, and the partition divides the pocket into separate portions.\n4. The system of claim 3, wherein the key structure is formed\non the partition.\n5. The system of claim 1, wherein the socket further includes\na charging jack adapted to receive a charging probe.\n6. The system of claim 5, wherein the charging jack further\nincludes positive and negative contact arms connected to the positive and\nnegative terminals of the\nbattery\n, respectively, and adapted to engage\ncorresponding contact plates formed on the charging probe to convey power\nfrom the probe to the\nbattery\n.\n13\n7. The system of claim 1, wherein the\nbattery\nhas a plurality\nof cells, the system further including a circuit breaker disposed between two\nof\nthe plurality of cells.\n8. The system of claim 1, wherein the\nbattery\nincludes a\ncover and the socket is mounted to the\nbattery\nunder the cover.\n9. The system of claim 1, wherein the key prevents the plug\nfrom being inserted into the socket with incorrect polarization.\n10. The system of claim 1, wherein the key is positioned to\nactuate the switch only when the plug is substantially fully engaged in the\nsocket.\n11. The system of claim 1, wherein the socket housing\nstructure is a single piece which positions both contacts and the key to\nreceive\nthe plug.\n14\n12. A\nbattery\nsystem for use in a powered ride-on\nvehicle\nfor\nchildren, the\nvehicle\nhaving a wiring system with a plug including a case\nenclosing spaced-apart positive and negative blade receptacles and a normally\nopen switch disposed between one of the receptacles and the wiring system to\nconnect the receptacle with the wiring system upon actuation of the switch,\nthe\nswitch having an actuator located between the blade receptacles with the case\nhaving a keyway allowing access to the actuator, the\nbattery\nsystem\ncomprising:\na\nbattery\nwith positive and negative terminals;\npositive and negative\nelectrical\nleads connected to the positive\nand negative terminals of the\nbattery\n, respectively, to deliver power\ntherefrom,\neach lead including a blade lug at an end of the lead opposite the\nbattery\n,\nthe\nlugs being adapted to fit into corresponding ones of the positive and negative\nreceptacles;\na key adapted to be positioned between the blade lugs to project\ninto the keyway in the plug case and adapted to actuate the switch when\nprojecting into the keyway; and\nhousing structure surrounding the blade contacts sufficiently to\nprevent the blade contacts both from inadvertently contacting each other and\nfrom simultaneously being contacted by a straight surface, the housing\nstructure\nfurther including at least one opening configured to receive a portion of the\nplug case whereby the blade lugs can engage the blade receptacles.\n15\n13. The system of claim 12, wherein the housing structure\nincludes a partition disposed between the blade contacts.\n14. The system of claim 13, wherein the key is mounted to the\nhousing structure.\n15. The system of claim 14, wherein the key is mounted to the\npartition.\n16. The system of claim 12, wherein the\nbattery\nsystem further\nincludes a charging jack disposed within the housing structure, the charging\njack including positive and negative contact arms connected to the positive\nand\nnegative blade contacts, respectively, and adapted to engage contact plates\nformed on a charging probe.\n17. The system of claim 12, wherein the housing structure is\ndisposed within a cover attached to the top of the\nbattery\n.\n16\n18. The system of claim 17, wherein the cover includes an\nalignment notch adapted to receive an alignment member formed on the plug\ncase to thereby provide a user with a visual indication of proper plug\norientation.\n17\n19. A\nbattery\nconnector system for a powered ride-on\nvehicle\nfor children with the\nvehicle\nhaving an\nelectrical\nsystem, the\nbattery\nconnector\nsystem comprising:\na plug on the\nvehicle\n, wherein the plug includes a case holding a\npair of laterally spaced receivers and a normally-open switch having an\nactuator, the case further having a keyway located between the receivers and\npermitting access to the actuator, the receivers being\nelectrically\nconnected\nto\nthe\nvehicle\nelectrical\nsystem with one of the receivers being connected\nthrough\nthe switch, whereby the switch establishes communication between the other\nreceiver and the\nvehicle\nelectrical\nsystem when the switch is closed;\na\nbattery\nwith positive and negative terminals;\na pair of contacts, wherein each contact is coupled to a respective\none of the terminals and is configured to engage a respective one of the\nreceivers to establish communication between the\nbattery\nand the\nvehicle\nelectrical\nsystem; and\na housing structure at least partially enclosing the contacts so that\nthe contacts can be positioned in a laterally spaced relationship to engage\nthe\nreceivers, wherein the housing structure includes a partition positioned\nbetween\nthe contacts and a key shaped to be received within the keyway to close the\nswitch when the receivers and contacts engage each other, thereby establishing\ncommunication between the\nbattery\nand the\nvehicle\nelectrical\nsystem.\n18\n20. The system of claim 19, wherein the housing structure\nincludes a pair of laterally spaced partitions extending between the contacts\nto\ndefine a pocket extending generally parallel to the contacts, with the key\nextending within the pocket.\n21. The system of claim 20, further including a charging jack\ndisposed within the pocket.\n22. The system of claim 19, wherein the housing structure\nincludes a pocket adapted to receive a portion of the plug, and the pocket\nincludes a plurality of laterally spaced and longitudinally extending ribs\nthat\nguide and reduce the friction between the plug and the pocket as the plug is\nreceived in the pocket.\n23. The system of claim 19, wherein the key prevents the\nreceivers from being engaged with the contacts with incorrect polarization. | 09/013,846 | United States of America | 1998-01-27 | L'invention concerne un système connecteur de batterie à utiliser avec un véhicule pour enfants. Ledit véhicule (10) se compose d'un moteur électrique conçu pour entraîner les roues motrices (14) du véhicule et d'un faisceau de câbles, conçu pour acheminer l'énergie jusqu'au moteur. Ledit système comprend une fiche mâle fixée au faisceau de câbles et un boîtier renfermant sensiblement les contacts de ladite fiche. La fiche mâle comprend un commutateur normalement ouvert, placé entre un des contacts et le faisceau de câbles, le commutateur comprenant un actionneur commandant sa fermeture, le contact de fiche commuté n'étant ainsi pas connecté électriquement au faisceau de câbles tant que le commutateur n'est pas fermé. Ledit système comprend également une batterie présentant une prise femelle constituée d'un boîtier renfermant des contacts de prise femelle, à connecter aux bornes de la batterie. Le boîtier est conçu pour que les contacts de la prise mâle s'engagent dans les contacts de la prise femelle, lorsque les boîtiers sont assemblés. Le connecteur de batterie comprend une clé qui s'insère dans l'actionneur et ferme le commutateur. | True |
| 287 | Patent 3023078 Summary - Canadian Patents Database | CA 3023078 | NaN | AVEHICLEELECTRICPOWER AND DRAG REDUCTION SYSTEM | UNE ALIMENTATION DE VEHICULE ELECTRIQUE ET UN SYSTEME DE REDUCTION DE LA TRAINEE | NaN | ANTROBUS, CRAIG L. | 2019-10-29 | 2018-11-05 | NaN | English | ANTROBUS, CRAIG L. | What is claimed is:\nCLAIMS\nWhat is claimed is:\n1. A\nvehicle\nsystem, comprising:\na power system comprising\nelectric\nmotors in communication with each wheel\naxle, said power system being configured as a power train, wherein each of\nsaid\nmotors is configured to transmit power to the wheel connected to the axle;\na regeneration brake mechanism configured to actuate at least four\nelectric\nmotors\nto convert mechanical braking energy into\nelectricity\nfor recharging\nbatteries\n;\na drag reducing arrangement configured to blend mirrors with camera into\nvehicle\nbody;\na drag reducing arrangement from active aerodynamic forces travelling through\nair intake grids configured to divert air toward\nvehicle\nwheels and\nwindshield;\nan aerodynamic power regeneration system in which air from front grid turns\nimpellers to generate power for\nbattery\nrecharging;\na cabin cooling and heating system comprising at least a heat pump system\nconfigured to provide heating and cooling;\na plug-in option for a 120-volt trickle charge system configured to be\noperable for\novernight\nbattery\ncharging and a DC charging system for quick charging\nof\nbattery\nsystems.\n23\n2. A system comprising:\na wheeled\nvehicle\npropelled by operation of\nelectrical\nsystem, the\nvehicle\ncomprising:\na plurality of\nelectric\nmotors, one two directional\nelectric\nmotor connected\nto each\nwheel, the\nelectric\nmotors configured to use\nelectric\npower to drive each\nwheel, the\nelectric\nmotors configured to generate\nelectricity\nduring braking\nin which based at least on a first operator action, the\nvehicle\nis propelled\nby the\nelectrical\nsystem operation;\nan\nelectrical\nsystem to recharge\nbattery\nsystems;\nan\nelectrical\nsystem which operates at the discretion of an operator of the\nvehicle\n;\nan\nelectrical\nsystem is recharged by one of direct current (DC) quick charge\nconnection and low voltage 120-volt trickle charge;\nair from a front grill is diverted to impellers configured to turn\nelectric\ngenerators\nto regenerate power and diverted to wheels and windshield to reduce drag;\nmirrors and cameras which are blended into a side body of the\nvehicle\npromoting\nat least a wider field of operator view and reduced\nvehicle\ndrag.\n3. A\nvehicle\nsystem comprising:\nmeans for a power system with\nelectrical\noperation configured to operate\nindependently and on a mutually exclusive basis and include:\nmeans for transferring power directly from a source to wheels;\nmeans for power and drag reduction;\nmeans for a regeneration braking system;\n24\nmeans for active aerodynamic with air intake grids toward wheels and\nwindshield;\nmeans for aerodynamic power regeneration system;\nmeans for cabin cooling and heating;\nmeans for fast charging; and\nmeans for a plugin option for cold start and in-home charging system. | NaN | NaN | NaN | Un système dalimentation électrique, des systèmes de régénération électrique et des systèmes de réduction de la traînée dair pour un véhicule à roues sont décrits. Les systèmes comprennent un véhicule qui comprend un système électrique. Les systèmes dalimentation électrique et de réduction de la traînée comprennent également une pluralité de moteurs électriques, un moteur électrique bidirectionnel connecté à chaque roue, les moteurs électriques utilisant une alimentation électrique pour entraîner chaque roue. Basé sur une action de lopérateur, le véhicule est propulsé par lopération dun système électrique. Des moteurs associés à chacun des systèmes électriques sont fixés à et entraînent chaque roue séparément. Le système électrique et des systèmes de réduction de la traînée font fonctionner et rechargent les systèmes de batterie. | True |
| 288 | Patent 2855998 Summary - Canadian Patents Database | CA 2855998 | NaN | SYSTEM AND METHOD FOR MONITORING TIRE STATUS | SYSTEME ET PROCEDE DE SURVEILLANCE DE L'ETAT D'UN PNEU | NaN | LAMMERS, SHAWN D., PATTERSON, ROBERT, FRASHURE, TIMOTHY J., WEED, THOMAS, ZULA, DANIEL P. | 2019-03-05 | 2012-12-07 | MACRAE & CO. | English | BENDIX COMMERCIAL VEHICLE SYSTEMS LLC | I/We claim:\n1. A\nvehicle\nelectronic control unit, comprising:\na power input port receiving\nelectric\npower from a\nvehicle\nbattery\n;\na power output port providing\nelectric\npower to a\nvehicle\nelectronic device\nincluding\nan antenna that receives data transmissions from a\nvehicle\nsensor, the power\noutput port\nproviding substantially uninterrupted\nelectric\npower from the\nvehicle\nbattery\nto the\nvehicle\nelectronic device;\na communication port\nelectrically\nconnected t.o a\nvehicle\ncommunication bus,\nthe\ncommunication port receiving data transmissions from the\nvehicle\nelectronic\ndevice via the\ncommunication port; and\nan electronic component,\nelectrically\nconnected to the communication port,\ninitially\nin a first state when a\nvehicle\nignition is off, one of the data transmissions\nfrom the\nvehicle\nelectronic device received by the electronic component via the communication\nport,\nswitching the electronic component from the first state to a second state when\nthe\nvehicle\nignition is off, the electronic component, while in the second state and while\nthe\nvehicle\nignition is off, receiving additional data transmissions from the\nvehicle\nelectronic device\nindicating statuses of respective\nvehicle\nsensors.\n2. The\nvehicle\nelectronic control unit as set forth in claim 1, wherein:\nwhile in the second state and while the\nvehicle\nignition if off, the\nelectronic\ncomponent determines if any of the statuses of any of the\nvehicle\nsensors is\nnot within an\nacceptable range.\n3. The\nvehicle\nelectronic control unit as set forth in claim 2, wherein:\nif any of the statuses of any of the\nvehicle\nsensors is not within the\nacceptable range,\nthe electronic component transmits a respective out-of-range message to the\nvehicle\ncommunication bus.\n- 10 -\n4. The\nvehicle\nelectronic control unit as set forth in claim 2,\nwherein:\nif any of the statuses of any of the\nvehicle\nsensors is not within the\nacceptable range,\nthe electronic component transmits a wake-up message to at least one of the\nvehicle\ncommunication bus, telematics, and a dash display.\n5. The\nvehicle\nelectronic control unit as set forth in claim 3,\nwherein:\nbefore transmitting the respective out-of-range message to the communication\nbus,\nthe electronic component transmits a\nvehicle\ntelematics wake-up message to at\nleast one of\nthe\nvehicle\ncommunication bus, telematics, and a dash display; and\nthe respective out-of-range message is transmitted to at least one of the\ncommunication bus, the telematics, and the dash display.\n6. The\nvehicle\nelectronic control unit as set forth in claim 3, wherein:\nthe electronic component switches from the second state to a third state\nbefore\nsending the respective out-of-range message to the\nvehicle\ncommunication bus.\n7. The\nvehicle\nelectronic control unit as set forth in claim 3,\nwherein if the\nvehicle\nignition is off:\nafter the electronic component transmits the respective out-of-range message\nto the\nvehicle\ncommunication bus, the electronic component switches to the first\nstate.\n8. The\nvehicle\nelectronic control unit as set forth in claim 1,\nwherein the\nelectronic component receives the additional ones of the data transmissions\nfrom the\nvehicle\nelectronic device indicating at least one of respective pressures of\nvehicle\ntires and respective\ntemperatures of the\nvehicle\ntires.\n9. A system for monitoring a status of tires on a\nvehicle\nincluding\na plurality of\ntires, the system comprising:\nrespective tire sensors in the\nvehicle\ntires, each of the tire sensors\nperiodically sensing\na status of the respective tire and transmitting data transmissions indicative\nof the sensed\nstatus;\n-11-\na\nvehicle\nelectronic device including an antenna receiving the data\ntransmissions\nfrom the tire sensors, the\nvehicle\nantenna periodically transmitting the data\ntransmissions\nreceived from the tire sensors; and\nan electronic control unit, including:\na power input port receiving\nelectric\npower from a\nvehicle\nbattery\n;\na power output port providing\nelectric\npower to the antenna, the power\noutput port providing substantially uninterrupted\nelectric\npower from the\nvehicle\nbattery\nto the antenna; and\nan electronic component, initially in a first state when a\nvehicle\nignition is off and switching to a second state upon receiving a trigger\nmessage from the antenna while the\nvehicle\nignition is off, the electronic\ncomponent receiving the periodically transmitted data transmissions from the\nantenna while in the second state and while the\nvehicle\nignition is off.\n10. The system for monitoring a status of tires on a\nvehicle\nas set\nforth in claim 9,\nthe system further including:\na proprietary communication bus;\nwherein the antenna is\nelectrically\nconnected to the proprietary communication\nbus;\nand\nwherein the electronic component is\nelectrically\nconnected to the proprietary\ncommunication bus, the electronic component receiving the trigger message and\nthe data\ntransmissions from the antenna via the proprietary communication bus.\n11. The system for monitoring a status of tires on a\nvehicle\nas set\nforth in\nclaim 10, wherein:\nthe tire sensors transmit the data transmissions indicative of the sensed\nstatus to the\nantenna via radio frequency signals.\n12. The system for monitoring a status of tires on a\nvehicle\nas set\nforth in claim 9,\nwherein:\n- 12 -\nthe electronic component determines if the status is not within an acceptable\nrange:\nand\nthe system further includes:\ntelematics that transmit a radio frequency status out-of-range message\nto a remote recipient if the status is not within the acceptable range.\n13 The system for monitoring a status of tires on a\nvehicle\nas set\nforth in\nclaim 12, the system further including:\na proprietary communication bus;\nwherein the antenna is\nelectrically\nconnected to the proprietary communication\nbus;\nwherein the electronic component is\nelectrically\nconnected to the proprietary\ncommunication bus, the electronic component receiving the trigger message and\nthe data\ntransmissions from the antenna via the proprietary communication bus;\nwherein the telematics are\nelectrically\nconnected to a\nvehicle\ncommunication\nbus;\nwherein before transmitting the status out-of-range message to the telematics\nvia the\nvehicle\ncommunication bus, the electronic component switches from the second\nstate to a\nthird state and transmits a\nvehicle\ntelematics wake-up message to the\ntelematics via the\nvehicle\ncommunication bus; and\nwherein after the electronic component transmits the status out-of-range\nmessage to\nthe telematics, the electronic component switches to the first state.\n14. The system for monitoring a status of tires on a\nvehicle\nas set\nforth in claim 9,\nthe system further including:\na communication bus;\nwherein the antenna is\nelectrically\nconnected to the communication bus;\nwherein the electronic component is\nelectrically\nconnected to the\ncommunication bus,\nthe electronic component receiving the trigger message and the data\ntransmissions from the\nantenna via the communication bus;\nwherein telematics are\nelectrically\nconnected to the communication bus;\n- 13 -\nwherein before transmitting a status out-of-range message to the telematics\nvia the\ncommunication bus, the electronic component switches from the second state to\na third state\nand transmits a\nvehicle\ntelematics wake-up message to the telematics via the\ncommunication\nbus; and\nwherein after the electronic component transmits the status out-of-range\nmessage to\nthe telematics, the electronic component switches to the first state.\n15. The system for monitoring a status of tires on a\nvehicle\nas set forth\nin claim 9,\nwherein:\nwhile the\nvehicle\nignition is off, the antenna alternately switches between a\nfirst state\nand a second state;\nwhile the antenna is in the second state, the antenna receives one of the data\ntransmissions indicative of one or more of the sensed statuses from the tire\nsensors;\nwhile the antenna is in the second state, after the antenna receives one of\nthe data\ntransmissions indicative of the at least one sensed status from the tire\nsensors, the antenna\ntransmits the trigger message to the electronic component; and\nafter the antenna transmits the trigger message to the electronic component,\nthe\nantenna transmits the one of the data transmissions to the electronic\ncomponent.\n16. The system for monitoring a status of tires on a\nvehicle\nas set forth\nin\nclaim 15, wherein:\nwhile the\nvehicle\nignition is off, the electronic component switches from the\nfirst state\nto a second state upon receiving the trigger message from the antenna;\nwherein the electronic component receives the one of the data transmissions\nwhile in\nthe second state;\nwhile the\nvehicle\nignition is off and after receiving the data transmissions,\nthe\nelectronic component determines if the status is within an acceptable range;\nif the status is not within the acceptable range, the electronic component\nswitches to a\nthird state and transmits an out-of-range message to telematics;\n- 14 -\nupon receiving the out-of-range message, the telematics transmit a radio\nfrequency\nout-of-range message to a remote receiver; and\nafter transmitting the out-of-range message to telematics, the electronic\ncomponent\nswitches to the first state.\n17. The system for monitoring a status of tires on a\nvehicle\nas set forth\nin claim 9,\nwherein:\nthe tire sensors transmit the respective data transmissions indicative of the\nsensed\nstatus about every 5 minutes; and\nthe antenna witches from the first state to the second state for about 3\nminutes about\nevery 4 hours.\n18. A method for monitoring a status of sensors on a\nvehicle\n, the method\ncomprising:\nperiodically sensing and transmitting a data signal indicating a status for\none of the\nsensors on the\nvehicle\n;\nperiodically switching a antenna from a first state to a second state, the\nantenna\nreceiving the data signal while in the second state;\ntransmitting a trigger message from the antenna to an electronic control unit\nto switch\nthe electronic control unit from a first state to a second state while the\nvehicle\nignition is off;\nwhile the electronic control unit is in the second state and while the\nvehicle\nignition is\noff, transmitting an antenna data signal, indicating the status, from the\nantenna to the\nelectronic control unit; and\nwhile the electronic control unit is in the second state and while the\nvehicle\nignition is\noff, the electronic control unit determines if the status is in an acceptable\nrange based on the\ndata signal received from the antenna.\n19. The method for monitoring a status of sensors on a\nvehicle\nas set forth\nin\nclaim 18, wherein if the status is not in the acceptable range:\n- 15 -\nwhile the electronic control unit is in the second state and while the\nvehicle\nignition is\noff, transmitting a notification signal to a remote receiver.\n20. The method for monitoring a status of sensors on a\nvehicle\nas set forth\nin\nclaim 19, wherein the step of transmitting the notification signal to the\nremote receiver\nincludes:\ntransmitting an out-of-range signal from the electronic control unit to the\ntelematics;\nand\ntransmitting the notification signal from the telematics to the remote\nreceiver.\n21. The method for monitoring a status of sensors on a\nvehicle\nas set forth\nin\nclaim 20, wherein the step of transmitting the notification signal to the\nremote receiver\nfurther includes:\nswitching the electronic control unit from the second state to a third state.\n22. The method for monitoring a status of sensors on a\nvehicle\nas set forth\nin\nclaim 19, further including:\nconfirming an acknowledgement is received by the electronic control unit front\nthe\ntelematics; and\nafter the acknowledgement is received, switching the electronic control unit\nto the\nfirst state. | 13/316,047 | United States of America | 2011-12-09 | Une unité de commande électronique de véhicule comprend un port d'entrée de courant qui reçoit un courant électrique provenant d'une batterie de véhicule, ainsi qu'un port de sortie de courant qui délivre un courant électrique à un dispositif électronique de véhicule comportant une antenne. Le dispositif électronique reçoit des transmissions de données provenant d'un capteur de véhicule. Le port de sortie de courant délivre au dispositif électronique de véhicule, d'une manière quasiment ininterrompue, un courant électrique provenant de la batterie de véhicule. Un port de communication est connecté électriquement à un bus de communication de véhicule. Le port de communication reçoit des transmissions de données provenant du dispositif électronique de véhicule par l'intermédiaire du port de communication. Un composant électronique connecté électriquement au port de communication est initialement dans un premier état lorsque l'allumage de véhicule est à l'arrêt. Une des transmissions de données provenant du dispositif électronique de véhicule et reçues par le composant électronique par l'intermédiaire du port de communication fait passer le composant électronique du premier état à un second lorsque l'allumage de véhicule est à l'arrêt. L'allumage de véhicule étant à l'arrêt, le composant électronique, dans le second état, reçoit d'autres transmissions de données provenant du dispositif électronique de véhicule et indiquant des états des capteurs de véhicule respectifs. | True |
| 289 | Patent 2316881 Summary - Canadian Patents Database | CA 2316881 | NaN | POWER CONNECTOR SYSTEM FOR A RIDE-ONVEHICLE | SYSTEME DE CONNECTEUR D'ALIMENTATION POUR VEHICULE AUTOPORTE | NaN | BISHOP, JULIAN J., JR., CROFUT, CHUCK J., REYNOLDS, JEFFREY W. | 2004-01-20 | 1999-01-25 | SMART & BIGGAR | English | MATTEL, INC., ARK-LES CORPORATION | 11\nWE CLAIM:\n1. A\nbattery\nconnector system for use with a powered ride-on\nvehicle\nfor children, the\nvehicle\nincluding an\nelectric\nmotor adapted to drive\none or more wheels of the\nvehicle\nand a wiring harness adapted to convey\npower to the motor, the\nbattery\nconnector system comprising:\na plug attached to the wiring harness and including a case\nsubstantially enclosing positive and negative contacts, the plug further\nincluding a normally-open switch interposed between a switched one of the\ncontacts and the wiring harness, the switch having an actuator by which the\nswitch may be closed, whereby the switched contact is not\nelectrically\nconnected to the wiring harness until the switch is closed;\na\nbattery\nincluding positive and negative terminals; and\na socket including housing structure adapted to fit together with\nthe case and substantially enclosing positive and negative contacts connected\nto\npositive and negative terminals of the\nbattery\n, respectively, the housing\nstructure being adapted to position the contacts to engage the positive and\nnegative contacts on the plug when the housing structure and case are fit\ntogether, the socket further including a key adapted to engage the actuator\nand\nclose the switch when the housing structure and case are fit together.\n12\n2. The system of claim 1, wherein the socket housing\nstructure further includes a partition disposed between the positive and\nnegative\ncontacts to prevent accidental shorting therebetween.\n3. The system of claim 2, wherein the socket includes a plug-\nreceiving pocket, and the partition divides the pocket into separate portions.\n4. The system of claim 3, wherein the key structure is formed\non the partition.\n5. The system of claim 1, wherein the socket further includes\na charging jack adapted to receive a charging probe.\n6. The system of claim 5, wherein the charging jack further\nincludes positive and negative contact arms connected to the positive and\nnegative terminals of the\nbattery\n, respectively, and adapted to engage\ncorresponding contact plates formed on the charging probe to convey power\nfrom the probe to the\nbattery\n.\n13\n7. The system of claim 1, wherein the\nbattery\nhas a plurality\nof cells, the system further including a circuit breaker disposed between two\nof\nthe plurality of cells.\n8. The system of claim 1, wherein the\nbattery\nincludes a\ncover and the socket is mounted to the\nbattery\nunder the cover.\n9. The system of claim 1, wherein the key prevents the plug\nfrom being inserted into the socket with incorrect polarization.\n10. The system of claim 1, wherein the key is positioned to\nactuate the switch only when the plug is substantially fully engaged in the\nsocket.\n11. The system of claim 1, wherein the socket housing\nstructure is a single piece which positions both contacts and the key to\nreceive\nthe plug.\n14\n12. A\nbattery\nsystem for use in a powered ride-on\nvehicle\nfor\nchildren, the\nvehicle\nhaving a wiring system with a plug including a case\nenclosing spaced-apart positive and negative blade receptacles and a normally\nopen switch disposed between one of the receptacles and the wiring system to\nconnect the receptacle with the wiring system upon actuation of the switch,\nthe\nswitch having an actuator located between the blade receptacles with the case\nhaving a keyway allowing access to the actuator, the\nbattery\nsystem\ncomprising:\na\nbattery\nwith positive and negative terminals;\npositive and negative\nelectrical\nleads connected to the positive\nand negative terminals of the\nbattery\n, respectively, to deliver power\ntherefrom,\neach lead including a blade lug at an end of the lead opposite the\nbattery\n,\nthe\nlugs being adapted to fit into corresponding ones of the positive and negative\nreceptacles;\na key adapted to be positioned between the blade lugs to project\ninto the keyway in the plug case and adapted to actuate the switch when\nprojecting into the keyway; and\nhousing structure surrounding the blade contacts sufficiently to\nprevent the blade contacts both from inadvertently contacting each other and\nfrom simultaneously being contacted by a straight surface, the housing\nstructure\nfurther including at least one opening configured to receive a portion of the\nplug case whereby the blade lugs can engage the blade receptacles.\n15\n13. The system of claim 12, wherein the housing structure\nincludes a partition disposed between the blade contacts.\n14. The system of claim 13, wherein the key is mounted to the\nhousing structure.\n15. The system of claim 14, wherein the key is mounted to the\npartition.\n16. The system of claim 12, wherein the\nbattery\nsystem further\nincludes a charging jack disposed within the housing structure, the charging\njack including positive and negative contact arms connected to the positive\nand\nnegative blade contacts, respectively, and adapted to engage contact plates\nformed on a charging probe.\n17. The system of claim 12, wherein the housing structure is\ndisposed within a cover attached to the top of the\nbattery\n.\n16\n18. The system of claim 17, wherein the cover includes an\nalignment notch adapted to receive an alignment member formed on the plug\ncase to thereby provide a user with a visual indication of proper plug\norientation.\n17\n19. A\nbattery\nconnector system for a powered ride-on\nvehicle\nfor children with the\nvehicle\nhaving an\nelectrical\nsystem, the\nbattery\nconnector\nsystem comprising:\na plug on the\nvehicle\n, wherein the plug includes a case holding a\npair of laterally spaced receivers and a normally-open switch having an\nactuator, the case further having a keyway located between the receivers and\npermitting access to the actuator, the receivers being\nelectrically\nconnected\nto\nthe\nvehicle\nelectrical\nsystem with one of the receivers being connected\nthrough\nthe switch, whereby the switch establishes communication between the other\nreceiver and the\nvehicle\nelectrical\nsystem when the switch is closed;\na\nbattery\nwith positive and negative terminals;\na pair of contacts, wherein each contact is coupled to a respective\none of the terminals and is configured to engage a respective one of the\nreceivers to establish communication between the\nbattery\nand the\nvehicle\nelectrical\nsystem; and\na housing structure at least partially enclosing the contacts so that\nthe contacts can be positioned in a laterally spaced relationship to engage\nthe\nreceivers, wherein the housing structure includes a partition positioned\nbetween\nthe contacts and a key shaped to be received within the keyway to close the\nswitch when the receivers and contacts engage each other, thereby establishing\ncommunication between the\nbattery\nand the\nvehicle\nelectrical\nsystem.\n18\n20. The system of claim 19, wherein the housing structure\nincludes a pair of laterally spaced partitions extending between the contacts\nto\ndefine a pocket extending generally parallel to the contacts, with the key\nextending within the pocket.\n21. The system of claim 20, further including a charging jack\ndisposed within the pocket.\n22. The system of claim 19, wherein the housing structure\nincludes a pocket adapted to receive a portion of the plug, and the pocket\nincludes a plurality of laterally spaced and longitudinally extending ribs\nthat\nguide and reduce the friction between the plug and the pocket as the plug is\nreceived in the pocket.\n23. The system of claim 19, wherein the key prevents the\nreceivers from being engaged with the contacts with incorrect polarization. | 09/013,846 | United States of America | 1998-01-27 | L'invention concerne un système connecteur de batterie à utiliser avec un véhicule pour enfants. Ledit véhicule (10) se compose d'un moteur électrique conçu pour entraîner les roues motrices (14) du véhicule et d'un faisceau de câbles, conçu pour acheminer l'énergie jusqu'au moteur. Ledit système comprend une fiche mâle fixée au faisceau de câbles et un boîtier renfermant sensiblement les contacts de ladite fiche. La fiche mâle comprend un commutateur normalement ouvert, placé entre un des contacts et le faisceau de câbles, le commutateur comprenant un actionneur commandant sa fermeture, le contact de fiche commuté n'étant ainsi pas connecté électriquement au faisceau de câbles tant que le commutateur n'est pas fermé. Ledit système comprend également une batterie présentant une prise femelle constituée d'un boîtier renfermant des contacts de prise femelle, à connecter aux bornes de la batterie. Le boîtier est conçu pour que les contacts de la prise mâle s'engagent dans les contacts de la prise femelle, lorsque les boîtiers sont assemblés. Le connecteur de batterie comprend une clé qui s'insère dans l'actionneur et ferme le commutateur. | True |
| 290 | Patent 2973547 Summary - Canadian Patents Database | CA 2973547 | NaN | ELECTRICTOY WITH ILLUMINATED HANDLEBAR | JOUET ELECTRIQUE DOTE D'UNE BARRE DE POIGNEE ILLUMINEE | NaN | TALIOS, BILL, BISGES, JOHN, CASTRUCCI, DAVID | 2023-06-27 | 2017-07-14 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | DYNACRAFT BSC, INC. | CLAIMS\nWhat is claimed is:\n1. An\nelectric\ntoy\nvehicle\ncomprising:\nan illuminated handlebar including,\na hollow tube having a first end and a second end,\na light disposed within the hollow tube and between the first end and the\nsecond end of the tube, and\na switch\nelectrically\ncoupled to the light and disposed between the first\nend and the second end of the hollow tube, wherein the light is visible within\nthe hollow\ntube when the switch is turned on;\na motor\nelectrically\ncoupled to the switch, the motor configured to power the\nelectric\ntoy\nvehicle\nwhen the switch is turned on;\na\nbattery\nelectrically\ncoupled to the motor, the light and the switch;\na light controller configured to control a flow of\nelectric\npower from the\nbattery\nto\nthe light,\nwherein the\nelectric\ntoy\nvehicle\nis configured so that the light and the motor\nare\nsimultaneously activated when the switch is turned on.\n2. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the light comprises a\nplurality of light\nemitting diodes.\n3. The\nelectric\ntoy\nvehicle\nof claim 1, further comprising:\na charger configured to charge the\nbattery\n.\n4. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the switch is a push button\nswitch configured\nto power the light and the motor simultaneously.\n5. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the light controller is\nconfigured to control\nelectric\npower to a lighted cable.\n6\n7659317\nDate Recue/Date Received 2022-07-13\n6. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the illuminated handlebar\nfurther comprises:\na first grip disposed on the first end of the tube and a second grip disposed\non the\nsecond end of the tube.\n7. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the hollow tube is at least\npartially\ntranslucent.\n8. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the hollow tube is at least\npartially\ntransparent.\n9. The\nelectric\ntoy\nvehicle\nof claim 1, further comprising:\na power connector disposed within the hollow tube, wherein the power connector\nis configured to\nelectrically\ncouple the light to the\nbattery\n.\n10. The\nelectric\ntoy\nvehicle\nof claim 1 wherein the\nvehicle\nis a ride-on\nelectric\ntoy.\n11. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the light includes a\nlighted cable.\n7659317 7\nDate Recue/Date Received 2022-07-13 | 15/233570 | United States of America | 2016-08-10 | En vertu de la divulgation actuelle, une petite voiture électrique comprend un guidon illuminé muni dun tube vide à deux extrémités. Une lampe placée dans le tube vide entre les deux extrémités et un interrupteur couplé électriquement à la lampe et placé à lune ou lautre des extrémités font également partie du guidon lumineux. La petite voiture comprend également un moteur couplé électroniquement à linterrupteur et une batterie couplée électroniquement au moteur, à la lampe et à linterrupteur. La lampe est visible à lintérieur du tube vide, lorsque linterrupteur est enclenché et que le moteur alimente la petite voiture électrique. | True |
| 291 | Patent 3161984 Summary - Canadian Patents Database | CA 3161984 | NaN | REINFORCEDBATTERYPACK OF ANELECTRICOR HYBRIDVEHICLEAND PROCESS FOR ASSEMBLING SAIDBATTERYPACK | BLOC-BATTERIE RENFORCE D'UN VEHICULE ELECTRIQUE OU HYBRIDE ET PROCEDE D'ASSEMBLAGE CONNEXE | NaN | TANDON, GAGAN, ZUMMALLEN, ROBERT | NaN | 2020-12-08 | SMART & BIGGAR LP | English | ARCELORMITTAL | 19\nCLAIMS\n1) Reinforcement frame (1) for a\nbattery\npack (2) of an\nelectric\nor hybrid\nvehicle\n(37) mounted on said\nvehicle\n(37), said\nbattery\npack (2) comprising a\nplurality\nof\nbattery\ncells (29), said reinforcement frame (1) comprising at least:\n- a reinforcement frame fastening portion (3) provided to be secured to\nboth\nthe\nbattery\npack (2) and the body of the\nvehicle\n, and\n- a reinforcement frame hollow portion (4) provided to surround at least\nthe\nbattery\ncells (29)\n- an inner part (10) and an outer part (11) both having a fastening section\n(5, 6) and a reinforcement section (7, 8), wherein the fastening sections\n(5, 6) are secured to each other in order to form the reinforcement frame\nfastening portion (3) and wherein the reinforcement sections (7, 8) delimit\nthe reinforcement frame hollow portion (4),\nwherein the inner and outer parts (10,11) are each made of press hardenable\nsteel laser welded blanks, said laser welded blanks each comprising several\nsub-blanks.\n2) Reinforcement frame (1) according to claim 1 wherein the reinforcement\nsections (7, 8) of the inner and outer parts (10, 11) are both substantially L-\nshaped and arranged in symmetrical positions with respect to an axis Y of\nthe reinforcement frame hollow portion (4) then forming a substantially\nsquare or rectangular reinforcement frame hollow portion (4).\n3) Reinforcement frame (1) according to any one of the preceding claims\ncomprising a covering portion (9) extending from the reinforcement frame\nhollow portion (4), said covering portion (9) being provided to be secured to\na top cover (19) of the\nbattery\npack (2).\n4) Reinforcement frame (1) according to the preceding claim, wherein the inner\n(10) and outer (11) parts both have a covering portion (12, 13) extending from\n20\nthe considered reinforcement section (7, 8), said covering portions (12, 13)\nbeing secured to each other in order to form the covering portion (9).\n5) Reinforcement frame (1) according to any one of the preceding claims,\nwherein for any given cross section of said reinforcement frame (1), the\nproduct of the minimum tensile strength by the sheet thickness of the inner\npart (10) is equal to or higher than the product of the minimum tensile\nstrength\nby the sheet thickness of the outer part (11)\n6) Reinforcement frame (1) according to any one of the preceding claims having\na substantially square or rectangular shape and having chamfered corners.\n7) Reinforcement frame (1) according to any one of the preceding claims\ncomprising at least one longitudinal reinforcement member (14) which is\nlocated inside the reinforcement frame hollow portion (4) and secured to said\nreinforcement frame hollow portion (4).\n8) Reinforcement frame (1) according to the preceding claim wherein the\nlongitudinal reinforcement member (14) has an omega-shaped cross-\nsection.\n9) Reinforced\nbattery\npack (2) for an\nelectric\nor hybrid\nvehicle\n(37)\ncomprising a\nplurality of\nbattery\ncells (29), and further comprising the reinforcement\nframe\n(1) according to any one of the preceding claims.\n10)Reinforced\nbattery\npack (2) according to the preceding claim, wherein the\nreinforced\nbattery\npack (2) is attached to the body of the\nelectric\nof hybrid\nvehicle\n(37) at least in the fastening portion (3).\n11)Reinforced\nbattery\npack (2) according to claim 9 or 10, further comprising\nat\nleast a shield element (15) provided to avoid intrusion into the\nbattery\npack\n(2) wherein said shield element (15) is attached to the fastening portion (3)\nof the reinforced\nbattery\npack (2).\n21\n12)Reinforced\nbattery\npack (2) according to any of claims 9 to 11 further\ncomprising at least a top cover (19) secured to the reinforcement frame (1)\nby attaching it to the covering portion (9) of the reinforcement frame (1).\n13)Process for assembling a reinforced\nbattery\npack (2) according to any one\nof\nclaims 9 to 12 attached to a body (30,31) of an\nelectric\nor hybrid\nvehicle\n(37),\nsaid body (30,31) extending along a longitudinal axis (X) and comprising a\nfloor (28), at least a pair of rear members (25) and a pair of front members\n(26), said pairs (25, 26) being opposite to each other and being provided to\nabsorb rear and frontal shocks, and two side sills (27) opposite to each other\nsecured to the floor (28) and provided to absorb lateral shocks, the process\ncomprising at least the steps of:\n-providing\nbattery\ncells (29)\n-providing an inner and outer part (10,11)\n-positioning the inner part (10) around the\nbattery\ncells (29)\n-attaching a fastening section (6) of the outer part (11) to the pair of side\nsills\n(27) in such a way that the corners of the outer part (10) located towards the\nfront of the\nvehicle\n(37) are adjacent to the rear end of the front members\n(26) and the corners of the outer part (10) located towards the rear of the\nvehicle\nare adjacent to the front end of the rear members (25)\n-attaching a fastening section (5) of the inner part (10) to the fastening\nsection\n(6) of the outer part (11) so as to form a reinforcement frame (1) having a\nfastening portion (3) attached to the body of the hybrid or\nelectric\nvehicle\n(37)\nand a hollow portion (4) surrounding the\nbattery\ncells (29).\n14)Process for assembling a reinforced\nbattery\npack (2) according to any one\nof\nclaims 9 to 12 attached to a body (30,31) of an\nelectric\nor hybrid\nvehicle\n(37),\nsaid body (30,31) extending along a longitudinal axis (X) and comprising a\nfloor (28), at least a pair of rear members (25) and a pair of front members\n(26), said pairs (25, 26) being opposite to each other and being provided to\nabsorb rear and frontal shocks, and two side sills (27) opposite to each other\n22\nsecured to the floor (28) and provided to absorb lateral shocks, the process\ncomprising at least the steps of:\n-providing\nbattery\ncells (29)\n-providing an inner and outer part (10,11)\n-attaching fastening sections (5,6) of the inner and outer parts (10,11) to\none\nanother so as to form a reinforcement frame (1) having a fastening portion\n(3) and a hollow portion (4)\n-positioning the reinforcement frame (1) around the\nbattery\ncells (29)\n-attaching the fastening portion (3) to the pair of side sills (27) in such a\nway\nthat the corners of the reinforcement frame (1) located towards the front of\nthe\nvehicle\n(37) are adjacent to the rear end of the front members (26) and\nthe corners of the reinforcement frame (1) located towards the rear of the\nvehicle\nare adjacent to the front end of the rear members (25). | PCT/IB2019/061006 | International Bureau of the World Intellectual Property Org. (WIPO) | 2019-12-18 | L'invention concerne un cadre de renfort (1) pour un bloc-batterie (2) d'un véhicule électrique ou hybride (37), ledit bloc-batterie comprenant une pluralité d'éléments de batterie reposant sur un élément de protection et fixés à celui-ci. Ledit cadre de renfort comprend au moins : une partie de fixation de cadre de renfort (3) destinée à être fixée à la fois au bloc-batterie et à la carrosserie du véhicule, ainsi qu'une partie creuse de cadre de renfort (4) destinée à entourer au moins les éléments de batterie. | True |
| 292 | Patent 2877609 Summary - Canadian Patents Database | CA 2877609 | NaN | WORKINGVEHICLE | VEHICULE DE CHANTIER | NaN | HAZEBAYASHI, MIKIO, TERATA, KIMIHIKO | 2019-05-21 | 2013-05-16 | SMART & BIGGAR LP | English | TADANO LTD. | Claims\n1. A working\nvehicle\ncomprising:\na mobile\nvehicle\nbody;\na working apparatus provided in the\nvehicle\nbody and\nconfigured to perform a predetermined operation;\nan engine configured to be able to output power used to\nmove the mobile\nvehicle\nbody and to drive the working\napparatus;\nan\nelectric\nmotor configured to be able to output power\nused to move the mobile\nvehicle\nbody and to drive the working\napparatus;\na hydraulic pump configured to generate a hydraulic\npressure to drive the working apparatus by one of or both the\npower of the engine and the power of the\nelectric\nmotor;\nan external\nelectric\npower supply device configured to\nsupply\nelectric\npower of an external power supply to the\nelectric\nmotor;\na hydraulic pump drive unit configured to drive the\nhydraulic pump by the power of the\nelectric\nmotor that is\ndriven by the\nelectric\npower supplied from the external\nelectric\npower supply device;\na\nbattery\nconfigured to be able to supply the\nelectric\npower to the\nelectric\nmotor; and\na\nbattery\npower adding device configured to add the\nelectric\npower of the\nbattery\nto the\nelectric\nmotor while the\nhydraulic pump is driven by the hydraulic pump drive unit.\n34\n2. The working\nvehicle\naccording to claim 1, further\ncomprising an engine power adding unit configured to add the\npower of the engine to the hydraulic pump while the hydraulic\npump is being driven by the\nelectric\nmotor.\n3. The working machine according to claim 1, further\ncomprising:\nan external\nelectric\npower supply detection device\nconfigured to detect an amount of the\nelectric\npower supplied\nfrom the external power supply; and\na\nbattery\nelectric\npower switching device configured to\nswitch supply of the\nelectric\npower from the\nbattery\nelectric\npower adding device between the supply of the\nelectric\npower\nfrom the\nbattery\nto the\nelectric\nmotor and stopping supplying\nthe\nelectric\npower, based on a result of detection by the\nexternal\nelectric\npower supply detection device.\n4. The working machine according to claim 2, further\ncomprising:\na torque detection device configured to detect a torque\ntransmitted from the\nelectric\nmotor to the hydraulic pump;\nand\nan engine power addition switching device configured to\nswitch between addition of the power from the engine power\nadding device to the hydraulic pump and stopping adding the\npower, based on a result of detection by the torque detection\ndevice. | 2012-147880 | Japan | 2012-06-29 | La présente invention concerne un véhicule de chantier, capable d'assurer plus de calme en permettant l'entraînement continu d'un dispositif de chantier au moyen d'une énergie électrique. Une pompe hydraulique (31) est entraînée par la force motrice d'un moteur/générateur (41b) entraîné par l'énergie électrique d'une source d'énergie externe fournie par le biais d'un câble d'alimentation (41f). En conséquence, lors de la réalisation de travaux au moyen d'un dispositif (20) de grue dans le site de chantier ayant une source d'énergie externe, il est possible d'entraîner en continu la pompe hydraulique (31) au moyen de la force motrice du moteur/générateur (41b), ce qui permet de poursuivre des travaux très silencieux, au moyen du dispositif (20) de grue. | True |
| 293 | Patent 2973547 Summary - Canadian Patents Database | CA 2973547 | NaN | ELECTRICTOY WITH ILLUMINATED HANDLEBAR | JOUET ELECTRIQUE DOTE D'UNE BARRE DE POIGNEE ILLUMINEE | NaN | TALIOS, BILL, BISGES, JOHN, CASTRUCCI, DAVID | 2023-06-27 | 2017-07-14 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | DYNACRAFT BSC, INC. | CLAIMS\nWhat is claimed is:\n1. An\nelectric\ntoy\nvehicle\ncomprising:\nan illuminated handlebar including,\na hollow tube having a first end and a second end,\na light disposed within the hollow tube and between the first end and the\nsecond end of the tube, and\na switch\nelectrically\ncoupled to the light and disposed between the first\nend and the second end of the hollow tube, wherein the light is visible within\nthe hollow\ntube when the switch is turned on;\na motor\nelectrically\ncoupled to the switch, the motor configured to power the\nelectric\ntoy\nvehicle\nwhen the switch is turned on;\na\nbattery\nelectrically\ncoupled to the motor, the light and the switch;\na light controller configured to control a flow of\nelectric\npower from the\nbattery\nto\nthe light,\nwherein the\nelectric\ntoy\nvehicle\nis configured so that the light and the motor\nare\nsimultaneously activated when the switch is turned on.\n2. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the light comprises a\nplurality of light\nemitting diodes.\n3. The\nelectric\ntoy\nvehicle\nof claim 1, further comprising:\na charger configured to charge the\nbattery\n.\n4. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the switch is a push button\nswitch configured\nto power the light and the motor simultaneously.\n5. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the light controller is\nconfigured to control\nelectric\npower to a lighted cable.\n6\n7659317\nDate Recue/Date Received 2022-07-13\n6. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the illuminated handlebar\nfurther comprises:\na first grip disposed on the first end of the tube and a second grip disposed\non the\nsecond end of the tube.\n7. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the hollow tube is at least\npartially\ntranslucent.\n8. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the hollow tube is at least\npartially\ntransparent.\n9. The\nelectric\ntoy\nvehicle\nof claim 1, further comprising:\na power connector disposed within the hollow tube, wherein the power connector\nis configured to\nelectrically\ncouple the light to the\nbattery\n.\n10. The\nelectric\ntoy\nvehicle\nof claim 1 wherein the\nvehicle\nis a ride-on\nelectric\ntoy.\n11. The\nelectric\ntoy\nvehicle\nof claim 1, wherein the light includes a\nlighted cable.\n7659317 7\nDate Recue/Date Received 2022-07-13 | 15/233570 | United States of America | 2016-08-10 | En vertu de la divulgation actuelle, une petite voiture électrique comprend un guidon illuminé muni dun tube vide à deux extrémités. Une lampe placée dans le tube vide entre les deux extrémités et un interrupteur couplé électriquement à la lampe et placé à lune ou lautre des extrémités font également partie du guidon lumineux. La petite voiture comprend également un moteur couplé électroniquement à linterrupteur et une batterie couplée électroniquement au moteur, à la lampe et à linterrupteur. La lampe est visible à lintérieur du tube vide, lorsque linterrupteur est enclenché et que le moteur alimente la petite voiture électrique. | True |
| 294 | Patent 2716246 Summary - Canadian Patents Database | CA 2716246 | NaN | HYBRIDVEHICLES | VEHICULES HYBRIDES | NaN | SEVERINKSY, ALEX J., LOUCKES, THEODORE | 2015-06-16 | 1999-09-10 | CASSAN MACLEAN IP AGENCY INC. | English | PAICE LLC | WHAT IS CLAIMED IS:\n1. A hybrid\nvehicle\noperable in a plurality of\ndiffering modes, said\nvehicle\ncomprising an internal\ncombustion engine for providing torque up to a maximum\ntorque output (MTO) and at least one traction motor\nbeing coupled to road wheels of said\nvehicle\n, said at\nleast one motor being operable as a generator, a\nbattery\nbank for providing\nelectrical\nenergy to and\naccepting energy from said motor a controller for\ncontrolling operation of said engine, and said at\nleast one motor, and controlling flow of\nelectrical\nenergy between said motor, and said\nbattery\nbank, and\nat least one controllable inverter/charger connected\nbetween said motor and said\nbattery\nbank, said\ncontrollable inverter/charger comprising a plurality\nof pairs of elements controllably switched in response\nto commands from said controller for operating said\nmotor to supply propulsive torque to said road wheels\nin response to energy from said\nbattery\nbank, and for\nconverting torque transmitted from said road wheels to\nsaid motor into energy for recharging said\nbattery\nbank,\nwherein said\nbattery\nbank is configured as two\nseparate\nbattery\nsub-banks, each having positive and\nnegative poles, the positive pole of one of said sub-\nbanks being connected to the negative pole of the\nother of said sub-banks at a\nvehicle\nchassis\nconnection, and the opposite poles of said\nbattery\nsub-banks being connected across said pairs of\nelements of said at least one inverter/charger.\n2. A hybrid\nvehicle\noperable in a plurality of\ndiffering modes, said\nvehicle\ncomprising an internal\ncombustion engine for providing torque up to a maximum\ntorque output (MTO) and at least one traction motor\nbeing coupled to road wheels of said\nvehicle\n, said at\nleast one motor being operable as a generator, a\nbattery\nbank for providing\nelectrical\nenergy to and\naccepting energy from said motor, a controller for\ncontrolling operation of said engine and said at least\none motor, and controlling flow of\nelectrical\nenergy\nbetween said motor and said\nbattery\nbank, and at least\none controllable inverter/charger connected between\nsaid motor and said\nbattery\nbank, said controllable\n73\ninverter/charger comprising a plurality of pairs of\nelements controllably switched in response to commands\nfrom said controller for operating said motor to\nsupply propulsive torque to said road wheels in\nresponse to energy from said\nbattery\nbank, and for\nconverting torque transmitted from said road wheels to\nsaid motor into energy for recharging said\nbattery\nbank,\nwherein said\nbattery\nbank is configured as a\nnumber of\nbatteries\nconnected by normally-open\nswitching devices, such that said\nbatteries\nare\nelectrically\nisolated from one another in the event\npower is cut off from said switching devices.\n74 | 60/100,095 | United States of America | 1998-09-14 | Un véhicule hybride comporte un moteur à combustion interne couplé de manière contrôlable aux roues porteuses du véhicule par un embrayage, un moteur de traction couplé aux roues porteuses dudit véhicule, un moteur de démarrage couplé au moteur, ces deux moteurs fonctionnant comme des générateurs, un groupe de batteries fournissant lénergie électrique à ces moteurs et acceptant lénergie en provenance desdits moteurs et un microprocesseur pour commander ces éléments. Ce véhicule hybride fonctionne selon différents modes, et ce, selon les besoins du moment du véhicule en matière de couple, létat de charge du groupe de batteries et dautres paramètres de fonctionnement. Le microprocesseur sélectionne le mode de fonctionnement en fonction dune stratégie de commande. Le véhicule peut en outre comprendre un onduleur-chargeur contrôlable connecté entre le moteur et le groupe de batteries. Pour réduire le risque délectrocution accidentelle, le groupe de batteries peut être conçu comme deux sous-groupes de batteries séparées, ou comme un certain nombre de batteries connectées par des dispositifs de commutation normalement ouverts. | True |
| 295 | Patent 3161874 Summary - Canadian Patents Database | CA 3161874 | NaN | FUEL CELL CHARGING SYSTEM WITH AIR BREATHING CAPABILITY, AUTONOMOUS UNDERWATERVEHICLE(AUV) SYSTEM INCLUDING SAME, AND METHOD OF USE | SYSTEME DE CHARGE DE PILE A COMBUSTIBLE A CAPACITE DE RESPIRATION D'AIR, SYSTEME DE VEHICULE SOUS-MARIN AUTONOME (AUV) COMPRENANT CELUI-CI, ET PROCEDE D'UTILISATION | NaN | WOLFEL, JOSEF, KAUFFMAN, JUDSON, RESNICK, ANDREW, CHILDRESS, KENNETH, PEARSON, DAVID | NaN | 2021-03-16 | ROWAND LLP | English | TERRADEPTH, INC. | CLAIMS\nWhat is claimed is:\n1. An autonomous underwater\nvehicle\n(AUV) 100, comprising:\nan onboard computing system 150 comprising a processor, the computing system\n150\ncomprising instructions executable by the processor to provide a system\nmanager module\n160;\na power system 120 configured to provide\nelectric\npower to operating units of\nthe AUV;\nthe power system 120 comprising a power generation subsystem 122 in\nelectrical\ncommunication with a power storage subsystem 124, the power system 120\nconfigured to\noperate in a charging cycle;\nthe power generation subsystem 122 comprising a fuel cell charging system 130,\nthe fuel\ncell charging system 130 comprising an air breathing subsystem 140 changeable\nbetween\nan open condition and closed condition, in the open condition the air\nbreathing subsystem\n140 in open communication with atmospheric air when the AUV 100 is located at\nthe ocean\nsurface, the air breathing subsystem 140 comprising intake air passed into the\nAUV 100\nfrom the external atmosphere, in the closed condition the air breathing\nsubsystem 140\nclosed to prevent intake air from passing into the AUV 100 from the external\natmosphere;\nthe fuel cell charging system 130 comprising an onboard supply of hydrogen gas\n182\ndelivered to a fuel cell 132;\nthe fuel cell 132 receiving the intake air, the fuel cell 132 receiving the\nhydrogen gas, the\nfuel ce11132 configured to perform fuel cell process operation with the oxygen\nin the intake\nair and with the hydrogen gas, the fuel cell process operation generating\nelectric\nenergy\nand waste water output from the fuel cell 132;\nthe power storage subsystem 124 comprising a chargeable\nbattery\nsubsystem 136\nconfigured to store\nelectric\nenergy output from the fuel cell 132; and\nthe system manager module 160 configured to control the AUV 100 to ascend to\nthe surface\nfrom submerged operation to perform a charging period of the charging cycle,\nthe system\nmanager module 160 configured to control the AUV 100 to descend from the\nsurface to\nsubmerged operation to perform a discharging period to power operations of the\nAUV 100.\n19\n2. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 1,\ncomprising:\na hull structure 110 omitting a storage tank of gaseous oxidizing agent.\n3. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 1,\ncomprising:\na water removal system 170 comprising a waste water collector 188 configured\nto receive\nwaste water generated by operation of the fuel cell 132.\n4. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 3,\ncomprising:\nthe water removal system 170 comprising a water pump192 in communication with\nthe\nwaste water collector 188 to pump collected waste water to be discharged\noutside the hull\nstructure 110.\n5. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 1,\ncomprising:\nthe water removal system 170 comprising a waste water exhaust valve 190\noperable\nbetween open position and closed position, the waste water exhaust valve 190\nin the open\nposition enabling open communication for the waste water to pass outward to be\ndischarged\noutside the hull structure 110.\n6. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 3,\ncomprising:\nthe water removal system 170 selectively operable to provide waste water to a\nwet filter\n597 in communication with the air breathing subsystem 140, the waste water\nserving as a\nfilter media of the wet filter 597.\n7. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 1,\ncomprising:\nthe power storage subsystem 125 comprising a chargeable\nbattery\nsubsystem 136;\na\nbattery\nmanagement subsystem 126 configured to control charging and\ndischarging of\nthe chargeable\nbattery\nsubsystem 136.\n8. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 1,\ncomprising:\na ballast system 116 comprising a ballast volume independent of oxygen\nstorage.\n9. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 1,\ncomprising:\nhydrogen storage 182 volume independent of oxygen storage.\n10. An autonomous underwater\nvehicle\n(AUV) 100 according to claim 1,\ncomprising:\nthe hull structure 110 having a form factor independent of onboard oxygen\nstorage volume.\n11. A method 400 of use of an autonomous underwater\nvehicle\n(AUV) including a\nfuel cell\ncharging system having an air breathing subsystem taking intake air from the\nexternal\natmosphere, a supply of compressed hydrogen in onboard storage tanks, the\nintake air and\nhydrogen supplied to an air-breathing PEMFC housed in a water-tight AUV hull\nstructure,\nthe PEMFC operable to produce\nelectric\nenergy for operating the AUV, the PEMFC\ngenerating waste water, the power generation subsystem comprising a water\nremoval\nsystem for discharging the waste water offboard, the fuel cell charging system\nhaving a\npower storage subsystem including a chargeable\nbattery\nsubsystem in\ncommunication with\na\nbattery\nmanagement subsystem, said method 400 comprising:\nproviding 404, by an onboard computing system, a system manager configured for\ncontrolling the fuel cell charging system;\ndetermining 408, by the system manager, when the AUV will submerge;\nstopping 412, by the system manager, the PEMFC from charging the chargeable\nbattery\nsubsystem, when the AUV is to submerge;\nfirst closing 416, by the system manager, an air intake valve connected to an\nair intake\nsnorkel of the air breathing subsystem;\nsecond closing 420, by the system manager, the water removal system;\nfirst switching 424, by the system manager, the\nbattery\nmanagement subsystem\nand\nchargeable\nbattery\nsubsystem to output mode from charging mode;\ndetecting 428, by the system manager, that the AUV has surfaced;\nstarting 432, by the system manager module, operation of the PEMFC charging\nsystem;\nfirst opening 436, by the system manager, the intake valve connected to the\nsnorkel;\nsecond opening 440, by the system manager, the waste water exhaust valve; and\n21\nsecond switching 444, by the system manager, power output generated by\noperation of the\nPEMFC to charging the chargeable\nbattery\nsubsystem.\n12. A non-transitory computer-readable medium having tangibly embodied thereon\nand\naccessible therefrom processor-executable instructions that, when executed by\nat least one\ndata processing device of a data processing system, causes said at least one\ndata processing\ndevice to perform the method 400 of claim 11.\n13. A method 300 of use of an autonomous underwater\nvehicle\n(AUV) including a\nfuel cell\ncharging system, the fuel cell charging system including a power generation\nsubsystem\nhaving an air breathing subsystem taking intake air from the external\natmosphere, a supply\nof compressed hydrogen in onboard storage tanks, an air-breathing PEMFC housed\nin a\nwater-tight AUV hull structure, the PEMFC receiving the intake air and\nhydrogen, the\nPEMFC operable to produce\nelectric\nenergy for operating the AUV, the PEMFC\ngenerating\nwaste water, the power generation subsystem comprising a water removal system\nfor\ndischarging the waste water offboard, the fuel cell charging system having a\npower storage\nsubsystem including a chargeable\nbattery\nsubsystem in\nelectric\ncurrent\ncommunication\nwith the power generation subsystem to receive\nelectric\nenergy to charge the\nchargeable\nbattery\nsubsystem, the chargeable\nbattery\nsubsystem in communication with a\nbattery\nmanagement subsystem operable to control charging and discharging of the\nchargeable\nbattery\nsubsystem, said method 300 comprising:\noperating, by an onboard computing system comprising a processor, a system\nmanager\nconfigured for controlling the fuel cell charging system;\ncomparing 304, by the system manager, stored energy level relative to a\npredetermined\nminimum threshold, for the chargeable\nbattery\nsubsystem;\nsurfacing 308 the AUV to the ocean surface from a submerged location, by the\nsystem\nmanager, when the stored energy level has met the predetermined minimum\nthreshold for\nthe chargeable\nbattery\nsub system;\ninitiating 312, by the system manager, charging operation by the fuel cell\ncharging system\nwhen the predetermined minimum threshold is met when the AUV is located at the\nocean\nsurface;\n22\nfirst opening 316, by the system manager, the air breathing subsystem by\nopening an air\nintake valve thereof to intake atmospheric air to pass as intake air into the\nair breathing\nPEMFC;\nsecond opening 320, by the system manager, the hydrogen supply subsystem by\nopening a\nhydrogen supply valve to enable hydrogen gas to pass into and react in the\nPEMFC to\ngenerate\nelectric\nenergy supplied to the power storage subsystem in\nelectrical\ncommunication with the PEA/WC, to charge the chargeable\nbattery\nsubsystem;\nthird opening 324, by the system manager, the water removal system by opening\na waste\nwater exhaust valve to enable discharge of waste water from the water removal\nsystem;\ncharging 328, by the system manager, the chargeable\nbattery\nsubsystem by\ncontrolling\noperation of the PEA/WC to generate\nelectrical\nenergy supplied to the\nchargeable\nbattery\nsub system;\nending 332, by the system manager, charging of the chargeable\nbattery\nsubsystem by\ndisrupting supply of\nelectric\nenergy to the chargeable\nbattery\nsubsystem;\nfirst closing 336, by the system manager, the air breathing subsystem by\nclosing an air\nintake valve, to discontinue intaking and passing of intake air into the air\nbreathing\nPEMFC;\nsecond closing 340, by the system manager, the hydrogen supply subsystem by\nclosing a\nhydrogen supply valve to prevent hydrogen gas from passing into the PEMFC, to\nstop\noperation of the PEMFC; and\nthird closing 344, by the system manager, the water removal system by closing\nthe waste\nwater exhaust valve to stop discharge of waste water from the water removal\nsystem and\nprevent backflow entry of foreign water inside the AUV hull structure.\n14. A non-transitory computer-readable medium having tangibly embodied thereon\nand\naccessible therefrom processor-executable instructions that, when executed by\nat least one\ndata processing device of a data processing system, causes said at least one\ndata processing\ndevice to perform the method 300 of claim 13.\n23 | 62/990,158 | United States of America | 2020-03-16 | La présente invention concerne un véhicule sous-marin autonome (AUV) pouvant comprendre un système de charge de pile à combustible comprenant un sous-système de génération d'énergie ayant un sous-système de respiration d'air prenant de l'air d'admission à partir de l'atmosphère externe, une alimentation en hydrogène comprimé dans des réservoirs de stockage embarqués, un PEMFC à respiration d'air recevant l'air d'admission et l'hydrogène, le PEMFC pouvant fonctionner pour produire de l'énergie électrique et générer de l'eau usée, un système d'évacuation d'eau pour décharger l'eau usée, et le système de charge de pile à combustible ayant un sous-système de stockage d'énergie comprenant un sous-système de batterie rechargeable pour recevoir de l'énergie électrique pour charger le sous-système de batterie rechargeable. Un gestionnaire de système d'un système de traitement de données embarqué peut être configuré pour commander le système de charge de pile à combustible. | True |
| 296 | Patent 3217435 Summary - Canadian Patents Database | CA 3217435 | NaN | POWER SUPPLY CONTROL SYSTEM AND INDUSTRIALVEHICLE | SYSTEME DE COMMANDE D'ALIMENTATION EN ENERGIE ET VEHICULE INDUSTRIEL | NaN | SATO, TAKUYA, MARUYAMA, HITOSHI | NaN | 2022-03-23 | LAVERY, DE BILLY, LLP | English | KABUSHIKI KAISHA TOYOTA JIDOSHOKKI | CLAIMS\n[Claim 1]\nA power supply control system determining a type of a\nbattery\nmounted on a\nvehicle\nand controlling power supply to the\nvehicle\nby the\nbattery\n, the power supply control system comprising:\na\nvehicle\ncontrol device including a reception unit configured to\nreceive power from a first\nbattery\nhaving a\nbattery\ncontrol device or a\nsecond\nbattery\nnot having a\nbattery\ncontrol device, an\nelectrical\nconnector\nelectrically\nconnected to the\nbattery\n, and a communication connector\nconnected to the\nbattery\ncontrol device so as to be capable of\ncommunicating information;\na connection determination unit configured to determine whether\nor not the communication connector is connected in a case where the\nbattery\nis connected to the\nelectrical\nconnector; and\na supply control unit configured to control availability of power\nsupply from the\nbattery\nto the reception unit based on a determination\nresult of the connection determination unit and a power supply status to\nthe reception unit, wherein\nthe supply control unit\ndetermines that the\nbattery\nis the first\nbattery\n, and permits power\nsupply to the reception unit in a case where it is determined that the\ncommunication connector is connected and there is no power supply to\nthe reception unit,\ndetermines that the\nbattery\nis unknown and prohibits power supply\nto the reception unit in a case where it is determined that the\ncommunication connector is not connected and there is no power supply\nto the reception unit, and\n21\nCA 03217435 2023- 10- 31\ndetermines that the\nbattery\nis the second\nbattery\nin a case where it\nis determined that the communication connector is not connected and\nthere is power supply to the reception unit.\n[Claim 2] The power supply control system according to\nclaim 1,\nfurther comprising:\na storage unit configured to store mounted\nbattery\ninformation\nrelated to mounting of the\nbattery\n; and\na comparison unit configured to compare the mounted\nbattery\ninformation stored in the storage unit with\nbattery\ninformation related to\nidentification of the\nbattery\nconnected to the\nelectrical\nconnector.\n[Claim 3] The power supply control system according to\nclaim 2,\nwherein the comparison unit is provided in the\nvehicle\ncontrol device.\n[Claim 4] The power supply control system according to\nclaim 2,\nwherein the comparison unit is provided in the\nbattery\ncontrol device.\n[Claim 5] The power supply control system according to\nany one of\nclaims 1 to 4, wherein the connection determination unit determines\nwhether or not the communication connector is connected based on\nwhether or not CAN communication between the\nvehicle\ncontrol device\nand the\nbattery\ncontrol device is successfully connected.\n[Claim 6] The power supply control system according to\nany one of\nclaims 1 to 5, wherein the connection determination unit includes a\nconnection detection circuit configured to detect physical connection of\nthe\nbattery\nto the communication connector, and determines whether or\nnot the communication connector is connected based on an open or closed\nstate of the connection detection circuit.\n[Claim 7] The power supply control system according to\nany one of\n22\nCA 03217435 2023- 10- 31\nclaims 1 to 6, wherein the supply control unit generates state information\nindicating that a communication state is abnormal in a case of determining\nthat the\nbattery\nis the second\nbattery\n.\n[Claim 8]\nAn industrial\nvehicle\nmounted with the\nvehicle\ncontrol\ndevice constituting the power supply control system according to any one\nof claims 1 to 7.\n23\nCA 03217435 2023- 10- 31 | 2021-098477 | Japan | 2021-06-14 | L'invention concerne un système de commande d'alimentation en énergie 1 comprenant : un dispositif de commande de véhicule 20 ayant une partie de réception/alimentation 23 qui reçoit/alimente de l'énergie en provenance/à destination d'une première batterie 3 ou d'une seconde batterie 8, un connecteur électrique 5 et un connecteur de communication 4; des parties de détermination de connexion 21, 31 qui déterminent si le connecteur de communication 4 est connecté ou non; et des parties de commande d'alimentation 22, 32. Les parties de commande d'alimentation 22, 32 : déterminent qu'une batterie est la première batterie 3 et permettent l'alimentation en énergie de la partie de réception/alimentation 23 lorsque le connecteur de communication 4 est déterminé comme étant connecté et qu'il n'y a pas d'alimentation en énergie à la partie de réception/alimentation 23; déterminent que la batterie n'est pas claire et empêchent l'alimentation en énergie de la partie de réception/alimentation 23 lorsque le connecteur de communication 4 est déterminé comme n'étant pas connecté et qu'il n'y a pas d'alimentation en énergie à la partie de réception/alimentation 23; et déterminent que la batterie est la seconde batterie lorsque le connecteur de communication 4 est déterminé comme n'étant pas connecté et qu'il y a une alimentation en énergie à la partie de réception/alimentation 23. | True |
| 297 | Patent 3104671 Summary - Canadian Patents Database | CA 3104671 | NaN | EXTERIOR LIGHT AND CHARGE INDICATOR | LUMIERE EXTERIEURE ET INDICATEUR DE CHARGE | NaN | COBURN, MATTHEW, GASE, BRIAN, HAMMOUD, MOHAMAD JEFFERY, MACK, LUKE JAMES, HOSTE, PAUL | NaN | 2019-07-01 | SMART & BIGGAR LP | English | RIVIAN IP HOLDINGS, LLC | What is Claimed is:\n1. A charge indicator system for an\nelectric\nvehicle\n, comprising:\nan exterior light;\na\nbattery\nmanagement module;\na lighting control module communicatively coupled to the\nbattery\nmanagement module, wherein the lighting control module is configured to:\ncause the exterior light to emit light during driving operation of\nthe\nelectric\nvehicle\n;\nreceive charge status information of a\nvehicle\nbattery\nfrom the\nbattery\nmanagement module; and\ncause the exterior light to emit light that indicates charge status\nbased on the received charge status information.\n2. The system of claim 1, wherein the lighting control module is\nconfigured to cause the exterior light to:\nemit light at a substantially constant intensity during operation of the\nelectric\nvehicle\n; and\nemit light at a varying intensity during charging.\n3. The system of claim 2, wherein the lighting control module is\nconfigured to cause the exterior light to emit light at a rapidly varying\nintensity when\nthe charge status information indicates a charging fault has occurred.\n4. The system of claim 2, wherein the light emitted during\noperation and during charging is the same color.\n5. The system of claim 1, wherein the exterior light comprises a\nwidth and a height and wherein the width is at least five times greater than\nthe height.\n6. The system of claim 1, wherein the lighting control module is\nconfigured to cause the exterior light to:\nemit light of a first color during operation of the\nelectric\nvehicle\n; and\nemit light of a second color during charging, wherein the first color is\ndifferent than the second color.\n24\n7. The system of claim 6, wherein the second color comprises blue.\n8. The system of claim 6, wherein the lighting control module is\nconfigured to cause the exterior light to emit light of a third color when the\nvehicle\nbattery\nis fully charged.\n9. The system of claim 8, wherein the third color comprises green.\n10. The system of claim 6, wherein the lighting control module is\nconfigured to cause the exterior light to emit light of a fourth color when\nthere is a\ncharging fault.\n11. The system of claim 10, wherein the fourth color comprises red.\n12. The system of claim 1, further comprising a proximity sensor\nconfigured to detect the presence of a person, wherein:\nthe lighting control module is configured to:\nreceive a signal from the proximity sensor indicating the\npresence of a person; and\ncause the exterior light to emit light that indicates charge status\nresponsive to the signal indicating the presence of a person.\n13. The system of claim 12, wherein the proximity sensor comprises\na motion sensor configured to detect motion and wherein the signal indicating\nthe\npresence of a person comprises a signal indicating the presence of motion.\n14. The system of claim 12, wherein the proximity sensor comprises\none of a near-field communication device and a Bluetooth communication device.\n15. The system of claim 1, further comprising a positioning device\nconfigured to determine a location of the\nelectric\nvehicle\n, wherein:\nthe lighting control module is configured to:\nreceive a signal from the positioning device indicating the\nlocation of the\nelectric\nvehicle\n; and\ncause the exterior light to emit light that indicates charge status\nresponsive to the location of the\nelectric\nvehicle\n.\n16. The system of claim 15, wherein the lighting control module is\nconfigured to cause the exterior light to emit light that indicates charge\nstatus when the\nlocation of the\nelectric\nvehicle\nis not within a threshold distance of a\ntagged location.\n17. The system of claim 15, wherein the lighting control module is\nconfigured to cause the exterior light to not emit light that indicates charge\nstatus when\nboth the\nelectric\nvehicle\nis charging and the location of the\nelectric\nvehicle\nis within a\nthreshold distance of a tagged location.\n18. The system of claim 1, wherein the exterior light comprises:\na first set of light emitting diodes(LEDs) for emitting light during\noperation of the\nelectric\nvehicle\n; and\na second set of LEDs for emitting light that indicates the charge status.\n19. The system of claim 18, wherein the lighting control module is\nconfigured to:\ncause a first subset of the second set of LEDs to emit light to indicate a\nfirst charge status; and\ncause a second subset of the second set of LEDs to emit light to indicate\na second charge status.\n20. A method for indicating charge status of an\nelectric\nvehicle\n,\ncomprising:\nemitting light of a substantially constant light intensity, using an exterior\nlight, during driving operation of the\nelectric\nvehicle\n;\nreceiving charge status information of a\nvehicle\nbattery\nfrom a\nbattery\nmanagement module; and\nemitting light, using the exterior light, that indicates charge status of the\nbased on the received charge status information.\n26 | 62/692,560 | United States of America | 2018-06-29 | L'invention concerne des véhicules électriques indiquant des niveaux de charge de différentes manières. Un module de commande d'éclairage est conçu en communication pour éclairer une lumière extérieure d'un véhicule électrique afin d'indiquer un état de charge d'une batterie pour le véhicule électrique. L'état de charge est indiqué sur la base de la variation d'une intensité de la lumière extérieure, sur la base de l'éclairage d'un sous-ensemble des lumières extérieures et/ou sur la base d'une animation. L'affichage de l'indicateur de charge varie sur la base de l'emplacement du véhicule, de la présence d'une personne à proximité du véhicule et/ou d'un chargeur connecté au véhicule. | True |
| 298 | Patent 2550895 Summary - Canadian Patents Database | CA 2550895 | NaN | ELECTRICTOYVEHICLEWITH IMPROVED GRIP | VEHICULE ELECTRIQUE JOUET AVEC POIGNEE AMELIOREE | NaN | ACCERENZI, VALERIO | NaN | 2004-12-21 | RICHES, MCKENZIE & HERBERT LLP | English | ALLETE COMMERCIAL LIMITED | -1-\nCLAIMS\n1. An\nelectric\ntoy\nvehicle\nintended for being driven by a child driver\nwhite playing comprising: a seat or saddle for the child driver, at least\ntwo wheels (14, 15), at least one (14) of which being a driving wheel, an\nelectric\nmotor (11), a speed reducer (13) which transmits movement to\nsaid at least one driving wheel (14), a rechargeable power supply\nbattery\n(12) for powering said\nelectric\nmotor (11) and moving the\nelectric\ntoy\nvehicle\n, characterized in that\na) said at least one driving wheel (14) comprises a rim and a tyre fit\non said rim, said tyre comprising a rubber carcass and a tread,\nb) said\nelectric\ntoy\nvehicle\nalso comprises an electronic control\nsystem (17) which is designed to regulate the power supply voltage to\nthe\nelectric\nmotor (11),\nc) said electronic control system (17) also comprises means for\nregulating\nvehicle\nacceleration in a manner substantially independently\nof the load transported by the\nvehicle\n, in accordance with a suitable\nacceleration ramp.\n2. The toy\nvehicle\naccording to claim 1, wherein said electronic\ncontrol system (17) also comprises means for regulating the\nvehicle\ndeceleration in a manner substantially independently of the load\ntransported by the\nvehicle\n, in accordance with a suitable deceleration\nramp.\n3. The toy\nvehicle\naccording to claim 1 or 2, wherein said electronic\ncontrol system (17) is programmed so that said\nelectric\nmotor (11)\nreceives predetermined fractions of the maximum voltage which can be\nsupplied by said\nbattery\n(12).\n4. The toy\nvehicle\naccording to any one of the preceding claims;\nwherein said electronic control system (17) which is designed to\nregulate the power supply voltage to the motor (11) comprises a\n-2-\npotentiometer.\n5. The toy\nvehicle\naccording to any of claims 1 to 4, wherein said\nelectronic control system (17) also comprises short-circuiting means for\nmanaging the motor braking function.\n6. The toy\nvehicle\naccording to any of claims 1 to 5, wherein said\nelectronic control system (17) also comprises means for controlling the\ndirect-current flow and preventing current peaks affecting the motor,\ntypically when starting and reversing.\n7. The toy\nvehicle\naccording to claim 1, wherein said electronic\ncontrol system (17) also comprises means for electronically disabling\nthe functions of the\nvehicle\nduring recharging of the power supply\nbattery\n(12).\n8. The toy\nvehicle\naccording to claim 1, wherein said rubber\ncarcass comprises two cross plies cross plies, each of said cross plies\ncomprising cords made of nylon.\n9. The toy\nvehicle\naccording to claim 1, wherein said tread\ncomprises blocks and grooves forming a tread pattern providing a\ncoefficient of friction greater than about 0.35.\n10. The toy\nvehicle\naccording to Claim 1, wherein a thickness of the\ncarcass in sidewall zone ranges between about 1.0 mm and 4.5 mm,\nmore preferably between about 2.0 mm and 3.8 mm, and even more\npreferably between about 2.5 mm and about 3.3 mm.\n11. An electronic control system (17) for an\nelectric\ntoy\nvehicle\nwhich\nis intended for being driven by a child driver while playing, said\nelectronic control system (17) being designed to regulate the power\nsupply voltage to the motor (11) and comprising means for regulating\nvehicle\nacceleration in a manner substantially independently of the load\ntransported by the\nvehicle\n, in accordance with a suitable acceleration\n-3-\nramp.\n12. The electronic control system (17) according to claim 11, wherein\nit also comprises means for regulating\nvehicle\ndeceleration in a manner\nsubstantially independently of the load transported by the\nvehicle\n, in\naccordance with a suitable deceleration ramp.\n13. The electronic control system (17) according to any one of\nClaims 11 to 12, wherein it also comprises short-circuiting means for\nmanaging the motor braking function.\n14. The electronic control system (17) according to any one of\nClaims 11 to 13, wherein it also comprises means for controlling the\ndirect-current flow and preventing current peaks affecting the motor,\ntypically when starting and reversing.\n15. The electronic control system (17) according to any one of\nClaims 11 to 14, wherein it also comprises means able to disable the\nfunctions of the\nvehicle\nat predefined overload values.\n16. The electronic control system (17) according to any one of\nClaims 11 to 15, wherein it also comprises means for electronically\ndisabling the functions of the\nvehicle\nduring recharging of the power\nsupply\nbattery\n(12). | MI2003A 002577 | Italy | 2003-12-23 | La présente invention concerne un véhicule électrique jouet, ce véhicule comprenant : un moteur électrique, un réducteur de vitesse, un accumulateur électrique destiné à alimenter ce moteur électrique et à déplacer ce véhicule et, au moins deux roues, dont au moins l'une de ses roues est une roue d'entraînement, au moins une de ces roues possédant un coefficient de frottement supérieur à environ 0 35. De manière adaptée, les roues de ce véhicule comprennent une carcasse de caoutchouc avec au moins deux plis croisés de semelles de Nylon. De manière adaptée, ce véhicule comprend aussi un système de commande électronique permettant d'effectuer une pluralité de fonction notamment celle de réguler la tension d'alimentation électrique du moteur, de réguler l'accélération indépendamment de la charge transportée, de réguler la décélération indépendamment de la charge transportée, de gérer le frein moteur, de commander le flux de courant direct, d'empêcher que des courants de crête n'affectent le moteur, de désactiver les fonctions du véhicule à des valeurs de surcharge prédéfinies, de limiter une décharge complète de l'accumulateur et d'indiquer l'état de charge de cet accumulateur. | True |
| 299 | Patent 2771091 Summary - Canadian Patents Database | CA 2771091 | NaN | SCALABLE INTELLIGENT POWER SUPPLY SYSTEM AND METHOD | SYSTEME ET PROCEDE D'ALIMENTATION ELECTRIQUE INTELLIGENTS ET EVOLUTIFS | NaN | SCHEUCHER, KARL F. | 2016-08-30 | 2007-02-09 | BENNETT JONES LLP | English | SCHEUCHER, KARL F. | WHAT IS CLAIMED IS:\n1. A\nbattery\npower supply system for an\nelectric\nvehicle\n, comprising at\nleast one\nremovable cartridge\nbattery\npack, a\nbattery\nbus, a charge bus, a\nbattery\nmonitor bus, a\nbattery\ninformation bus, switches between each of at least one removable cartridge\nbattery\npack and\neach of said\nbattery\nbus, charge bus,\nbattery\nmonitor bus, and\nbattery\ninformation bus, and a\nmicrocontroller, said micro controller selectively connecting or disconnecting\neach of at least\none removable cartridge\nbattery\npack from each of said\nbattery\nbus, charge\nbus,\nbattery\nmonitor\nbus, or\nbattery\ninformation bus by controlling said switches, said\nbattery\nbus\nbeing connected to\nsaid\nbattery\nelectric\nvehicle\nmotor system so as to provide power for said\nmotor system, said\ncharge bus being connected to said\nvehicle\nmotor system so as to recapture\nregenerative energy\nfrom said system for the purposes of recharging at least one removable\ncartridge\nbattery\npack.\n2. A\nbattery\npower supply for an\nelectric\nvehicle\n, comprising a\nmicroprocessor, and\na plurality of removable cartridge\nbattery\npacks, each of said removable\ncartridge\nbattery\npacks\nbeing configured to be selectively connected or disconnected with a\nbattery\nbus interconnected\nwith a load, and each of said removable cartridge\nbattery\npacks being\nconfigured to be\nselectively connected or disconnected with a charge bus, said microprocessor\nbeing configured\nto selectively connect a first portion of said plurality of removable\ncartridge\nbattery\npacks with\nsaid\nbattery\nbus, said microprocessor being further configured to selectively\nconnect a second\nportion of said plurality of removable cartridge\nbattery\npacks with said\ncharge bus, and said\nmicroprocessor being configured to selectively connect a third portion of said\nplurality of\nremovable cartridge\nbattery\npacks with both said\nbattery\nbus and said charge\nbus, and said\nmicroprocessor being further configured to selectively disconnect a fourth\nportion of said\nplurality of removable cartridge packs from both said charge bus and said\nbattery\nbus.\n3. The\nbattery\npower supply as claimed in claim 2 wherein said first,\nsecond, third\nand fourth portions of said plurality of removable cartridge\nbattery\npacks may\ninclude one, more\nthan one, all, or none of the plurality of removable cartridge\nbattery\npacks.\n105\n4. The\nbattery\npower supply as claimed in claim 2 wherein said plurality of\nremovable cartridge\nbattery\npacks includes\nbatteries\nhaving different nominal\nvoltages.\n5. The\nbattery\npower supply as claimed in claim 3 wherein said plurality of\nremovable cartridge\nbattery\npacks includes\nbatteries\nhaving different nominal\nvoltages.\n6. A\nbattery\npower supply for an\nelectric\nvehicle\n, comprising: a plurality\nof quick\ndisconnect removable cartridge\nbattery\npacks; each of said quick disconnect\nremovable cartridge\nbattery\npacks is switchably interconnected to a\nbattery\nbus interconnected\nwith a load; each of\nsaid quick disconnect removable cartridge\nbattery\npacks is switchably\ninterconnected to a charge\nbus; each of said quick disconnect removable cartridge\nbattery\npacks is\nswitchably\ninterconnected to a\nbattery\ninformation bus; said plurality of quick\ndisconnect removable\ncartridge\nbattery\npacks includes first, second, third, and fourth portions\nthereof; a\nmicroprocessor, said microprocessor switchably interconnecting a first portion\nof said plurality\nof quick disconnect removable cartridge\nbattery\npacks with said\nbattery\nbus\nsuch that\nelectrical\ncurrent may flow from said first portion of said plurality of said quick\ndisconnect removable\ncartridge\nbattery\npacks to said\nbattery\nbus but not from said\nbattery\nbus to\nsaid first portion of\nsaid plurality of said quick disconnect removable cartridge\nbattery\npacks;\nsaid microprocessor\nswitchably interconnecting a second portion of said plurality of quick\ndisconnect removable\ncartridge\nbattery\npacks with said charge bus such that\nelectrical\ncurrent may\nflow from said\ncharge bus to said second portion of said plurality of quick disconnect\nremovable cartridge\nbattery\npacks but not from said second portion of said plurality of quick\ndisconnect removable\ncartridge\nbattery\npacks to said charge bus; said microprocessor switchably\ninterconnecting a\nthird portion of said plurality of quick disconnect removable cartridge\nbattery\npacks with both\nsaid\nbattery\nbus and said charge bus such that\nelectrical\ncurrent may flow\nfrom said third portion\nof said plurality of said quick disconnect removable cartridge\nbattery\npacks\nto said\nbattery\nbus\nbut not from said\nbattery\nbus to said third portion of said plurality of said\nquick disconnect\nremovable cartridge\nbattery\npacks, and, such that\nelectrical\ncurrent may flow\nfrom said charge\nbus to said third portion of said plurality of quick disconnect removable\ncartridge\nbattery\npacks\nbut not from said third portion of said plurality of quick disconnect\nremovable cartridge\nbattery\n106\npacks to said charge bus; said microprocessor switchably disconnecting a\nfourth portion of said\nplurality of quick disconnect removable cartridge\nbattery\npacks from both said\ncharge bus and\nsaid\nbattery\nbus such that no current may flow from said fourth portion of\nsaid plurality of quick\ndisconnect removable cartridge\nbattery\npacks to either said\nbattery\nbus or\nsaid charge bus and,\nwherein each of said quick disconnect removable cartridge\nbattery\npacks of\nsaid plurality of\nquick disconnect removable\nbattery\npacks resides in precisely one of said\nfirst, second, third and\nfourth portions of said plurality of quick disconnect removable cartridge\nbattery\npacks.\n107 | 60/771,771 | United States of America | 2006-02-09 | Un système d'alimentation intelligent et évolutif et une méthode permettant dalimenter une charge définie pendant une période donnée sont présentés et revendiqués. Plusieurs entrées externes CA et CC fournissent lalimentation au système, si disponibles et requises. Une entrée CC interne dune source d'énergie dappoint est intégrée. La source d'énergie d'appoint est évolutive au moyen de l'ajout de cartouches d'énergie supplémentaires comme des batteries dans les supports installés à lintérieur des cadres du système. Les entrées CA et CC (y compris lentrée CC interne) sont contrôlées, mesurées, détectées et converties par un circuit commandé par le microprocesseur en plusieurs sorties CA ou CC. Un microprocesseur gère lentrée dalimentation, la circulation intérieure et la sortie du système. Le rendement des batteries au lithium-ion utilisées pour alimenter une automobile peut être déterminé selon les blocs de batterie individuels ou des cellules de batterie à lintérieur des blocs. Les groupements ou les groupes de batteries lithium-ion peuvent donc être utilisés dans un véhicule pour que ces groupements fonctionnent comme un réservoir « dessence » ou, en terme plus approprié, un réservoir « d'énergie ». | True |
| 300 | Patent 2121470 Summary - Canadian Patents Database | CA 2121470 | NaN | CHARGING STATION FORELECTRICVEHICLES | POSTE DE CHARGE POUR VEHICULES ELECTRIQUES | NaN | NOR, JIRI K. | 2001-01-02 | 1992-10-15 | RIDOUT & MAYBEE LLP | English | ECOTALITY, INC. | 20\nWHAT IS CLAIMED IS:\n1. A system for charging\nelectric\nvehicles\n(20) that are equipped with\na rechargeable\nbattery\n(22), a traction motor (24) and a traction controller\n(26) for\nsaid traction motor. said system comprising:\na power section (30A) which is separate from the\nvehicle\n. a power\ncontroller section (32) which is separate from the\nvehicle\n, a power connector\n(34)\non said\nvehicle\nfor connecting said power section to an\nelectric\nvehicle\nfor\nrecharging the\nbattery\nthereof, an interface between said charging station and\nsaid\nelectric\nvehicle\n, power cables (36) capable of carrying high charging currents\nfrom\nsaid power section through said power connector to said\nelectric\nvehicle\n,\nsignal\ncable means (38) capable or carrying control signals between said power\ncontroller\nsection and said\nelectric\nvehicle\n, and lockout means (40);\nwherein said power section is capable of delivering high charging\ncurrents at the requisite charging voltage for the\nbattery\nbeing charged\nwithin\npredetermined limits of power to be delivered, and the rate of delivery of\nsaid\ncharging current a controllable;\nwherein said power section comprises a power source (42), rectifying\nmeans (44), and means (32) for controlling the flow of charging current to she\nrechargeable\nbattery\n;\nwherein said signal cable carries signals from said\nbattery\nto said\npower controller that are at least indicative of the voltage of the\nbattery\nat\nany\ninstant in time;\nwherein said power controller section and said means for controlling\nthe flow of charging current to said rechargeable\nbattery\nare each fast acting\nso as\nto be able to turn delivery of said charging current on and off in less than a\nfew\nmilliseconds:\n21\ncharge controller means (48) for measuring the resistance free voltage\nof said\nbattery\nduring intervals when delivery of said charging current to\nsaid\nbattery\nhas been turned off, whereby operation of said power controller\nsection may\nbe affected by said resistance free voltage. and wherein said charge\ncontroller is\nspecific as to the\nbattery\nto be charged so that its operating functions are\ncontingent\nupon the characteristics of said\nbattery\nto be charged, its nominal voltage\nand its\nnominal electrochemical energy capacity, and wherein said charge controller is\nadapted to pass signals via said signal cable means to said power controller\nsection;\nwherein at Least said power cables and said signal cable means are\nassociated with said interface: and\nwherein said lockout means is associated with said power connector,\nand will preclude delivery of charging current to said\nbattery\nexcept when\nsaid\nlockout means is locked closed, so that operation of said charging station to\nrecharge a\nbattery\nin an\nelectric\nvehicle\na contingent upon said lockout means\nbeing locked closed so as to assure flow of charging current and control\nsignals on\ntheir respective cables, and wherein said operation is controlled so that the\npower\nbeing delivered is within said predetermined limits:\nc h a r a c t e r i z e d in that said charge controller further\nincludes means to continuously monitor said\nbattery\nat least as to its\ninternal\nresistance free voltage and its temperature, so as to pass control signals to\nsaid\npower controller section contingent upon the instantaneous values of said\ninternal\nresistance free voltage and temperature of said\nbattery\n.\nThe charging system of claim l, wherein said\nbattery\ncomprises a\nplurality of cells. and wherein the internal resistance free voltage and\ntemperature\nof said batten are specific to individual cells or groups of cells of said\nbattery\n.\nThe charging station of claim 2, wherein said lockout means is\nadapted to disable said traction controller for said traction motor when said\nlocked\nmeans is locked closed, whereby said traction controller is enabled when said\nlockout means is open.\n4. The charging station of claim I, further comprising means for\ndetermining the temperature of said\nbattery\n, and alarm means for issuing an\nalarm\nsignal when the temperature of said\nbattery\nis above a predetermined Level.\nThe charging station or claim 1, including manually operable means\n(52-54) for presetting the voltage level and highest current level at which\ncharging\ncurrent will be delivered to said\nbattery\n. within said predetermined limits:\nand\nfurther including manually operable means (62)for staring and stopping the\ncharging operation once said voltage level and highest current level have been\npreset.\n5. The charging station of claim 5, further including timer means (56);\nand wherein the charging operation is terminated after a predetermined time\nperiod.\n7. The charging station of claim 6. wherein paid timer means is\nmanually operable to preset the time period within predefined limits.\n8. The charging station of claim 2, wherein a signal carried by said\nsignal cable is indicative of the level of the charging current to be\ndelivered\nthrough said interface and power connector to said\nbattery\n, and said signal is\ndriven\nby a clock means:\nand wherein when said signal is above a predetermined level the\ncharging current is on: and when said signal is at or below that predetermined\nlevel. the charging current is off: and when said charging current is on, its\nlevel is\na function of the level of said signal.\n9. The charging station of claim 8, wherein said signal is a digital\nsignal.\n10. The charging station of claim 8. wherein said signal has a first digital\ncomponent having two discrete signal levels. and a second variable analog\nlevel\nwhich is indicative of the level of charging current to be delivered to said\nbattery\n.\n11. The charging station of claim 2 wherein said power connector has\na first plug component (68) and a second jack component (70) adapted to mate\nphysically and\nelectrically\nwith each other.\n12.The charging station of claim 1 wherein said means for controlling\nthe flow of charging current to said\nbattery\nis a switching inverter module\n(46)\n13. The charging station of claim 1, wherein said means for controlling the\nflow of charging current to said\nbattery\nis at least one phase controlled\nsilicon\ncontrolled rectifier. 14.The charging station of claim 20\nwherein said power controller\nsection and said inverter module are each able to turn on and off in less than\nabout 2 milliseconds. | 775,319 | United States of America | 1991-10-15 | On décrit une station de recharge, destinée aux véhicules électriques, qui comprend une partie alimentation régie par un contrôleur d'alimentation à action rapide, un connecteur d'alimentation et ses câbles d'alimentation pour connecter le véhicule, une interface dotée de câbles de signalisation qui transmettent des signaux d'état et/ou de contrôle entre ce véhicule et le contrôleur d'alimentation, ainsi qu'un verrouillage interdisant toute alimentation si le connecteur d'alimentation n'est pas en place. On envoie à la batterie du véhicule des courants de recharge élevés, en fonction des signaux que le contrôleur d'alimentation reçoit en continu, de manière à pouvoir brancher et débrancher le courant de recharge en quelques millisecondes à peine. On mesure la tension libre de résistance concernant la batterie du véhicule pendant les intervalles où le courant de recharge est débranché, et le contrôleur d'alimentation fonctionne selon cette tension qui est surveillée à tout moment. Il est possible de commander manuellement cette opération, le technicien préréglant alors au moins les valeurs maxima de tension et de courant, ou de l'effectuer de manière totalement automatique, sous la supervision d'un contrôleur de charge placé dans le véhicule et associé à la batterie. Ainsi, le fonctionnement de la station de recharge s'adapte à la batterie de tout véhicule équipé d'un contrôleur de charge et peut varier fortement, quant aux paramètres de tension et de courant, par rapport à ce que recevra un autre véhicule électrique rechargé ultérieurement par cette même station. | True |
| 301 | Patent 3217435 Summary - Canadian Patents Database | CA 3217435 | NaN | POWER SUPPLY CONTROL SYSTEM AND INDUSTRIALVEHICLE | SYSTEME DE COMMANDE D'ALIMENTATION EN ENERGIE ET VEHICULE INDUSTRIEL | NaN | SATO, TAKUYA, MARUYAMA, HITOSHI | NaN | 2022-03-23 | LAVERY, DE BILLY, LLP | English | KABUSHIKI KAISHA TOYOTA JIDOSHOKKI | CLAIMS\n[Claim 1]\nA power supply control system determining a type of a\nbattery\nmounted on a\nvehicle\nand controlling power supply to the\nvehicle\nby the\nbattery\n, the power supply control system comprising:\na\nvehicle\ncontrol device including a reception unit configured to\nreceive power from a first\nbattery\nhaving a\nbattery\ncontrol device or a\nsecond\nbattery\nnot having a\nbattery\ncontrol device, an\nelectrical\nconnector\nelectrically\nconnected to the\nbattery\n, and a communication connector\nconnected to the\nbattery\ncontrol device so as to be capable of\ncommunicating information;\na connection determination unit configured to determine whether\nor not the communication connector is connected in a case where the\nbattery\nis connected to the\nelectrical\nconnector; and\na supply control unit configured to control availability of power\nsupply from the\nbattery\nto the reception unit based on a determination\nresult of the connection determination unit and a power supply status to\nthe reception unit, wherein\nthe supply control unit\ndetermines that the\nbattery\nis the first\nbattery\n, and permits power\nsupply to the reception unit in a case where it is determined that the\ncommunication connector is connected and there is no power supply to\nthe reception unit,\ndetermines that the\nbattery\nis unknown and prohibits power supply\nto the reception unit in a case where it is determined that the\ncommunication connector is not connected and there is no power supply\nto the reception unit, and\n21\nCA 03217435 2023- 10- 31\ndetermines that the\nbattery\nis the second\nbattery\nin a case where it\nis determined that the communication connector is not connected and\nthere is power supply to the reception unit.\n[Claim 2] The power supply control system according to\nclaim 1,\nfurther comprising:\na storage unit configured to store mounted\nbattery\ninformation\nrelated to mounting of the\nbattery\n; and\na comparison unit configured to compare the mounted\nbattery\ninformation stored in the storage unit with\nbattery\ninformation related to\nidentification of the\nbattery\nconnected to the\nelectrical\nconnector.\n[Claim 3] The power supply control system according to\nclaim 2,\nwherein the comparison unit is provided in the\nvehicle\ncontrol device.\n[Claim 4] The power supply control system according to\nclaim 2,\nwherein the comparison unit is provided in the\nbattery\ncontrol device.\n[Claim 5] The power supply control system according to\nany one of\nclaims 1 to 4, wherein the connection determination unit determines\nwhether or not the communication connector is connected based on\nwhether or not CAN communication between the\nvehicle\ncontrol device\nand the\nbattery\ncontrol device is successfully connected.\n[Claim 6] The power supply control system according to\nany one of\nclaims 1 to 5, wherein the connection determination unit includes a\nconnection detection circuit configured to detect physical connection of\nthe\nbattery\nto the communication connector, and determines whether or\nnot the communication connector is connected based on an open or closed\nstate of the connection detection circuit.\n[Claim 7] The power supply control system according to\nany one of\n22\nCA 03217435 2023- 10- 31\nclaims 1 to 6, wherein the supply control unit generates state information\nindicating that a communication state is abnormal in a case of determining\nthat the\nbattery\nis the second\nbattery\n.\n[Claim 8]\nAn industrial\nvehicle\nmounted with the\nvehicle\ncontrol\ndevice constituting the power supply control system according to any one\nof claims 1 to 7.\n23\nCA 03217435 2023- 10- 31 | 2021-098477 | Japan | 2021-06-14 | L'invention concerne un système de commande d'alimentation en énergie 1 comprenant : un dispositif de commande de véhicule 20 ayant une partie de réception/alimentation 23 qui reçoit/alimente de l'énergie en provenance/à destination d'une première batterie 3 ou d'une seconde batterie 8, un connecteur électrique 5 et un connecteur de communication 4; des parties de détermination de connexion 21, 31 qui déterminent si le connecteur de communication 4 est connecté ou non; et des parties de commande d'alimentation 22, 32. Les parties de commande d'alimentation 22, 32 : déterminent qu'une batterie est la première batterie 3 et permettent l'alimentation en énergie de la partie de réception/alimentation 23 lorsque le connecteur de communication 4 est déterminé comme étant connecté et qu'il n'y a pas d'alimentation en énergie à la partie de réception/alimentation 23; déterminent que la batterie n'est pas claire et empêchent l'alimentation en énergie de la partie de réception/alimentation 23 lorsque le connecteur de communication 4 est déterminé comme n'étant pas connecté et qu'il n'y a pas d'alimentation en énergie à la partie de réception/alimentation 23; et déterminent que la batterie est la seconde batterie lorsque le connecteur de communication 4 est déterminé comme n'étant pas connecté et qu'il y a une alimentation en énergie à la partie de réception/alimentation 23. | True |
| 302 | Patent 2803773 Summary - Canadian Patents Database | CA 2803773 | NaN | SPREADER UNIT FOR A DE-ICING MATERIAL AND RESPECTIVEVEHICLE | EPANDEUSE DE SUBSTANCE DE DEGIVRAGE, ET VEHICULE UTILISANT CELLE-CI | NaN | GILETTA, ENZO | NaN | 2011-07-04 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | GILETTA S.P.A. | 6\nCLAIMS\n1. A spreader unit for a de-icing material for cleaning a road\nor pedestrian surface, comprising a hopper (6) for containing\nsaid de-icing material, a spreader device (7) that receives\nthe de-icing material from said hopper (6) and spreads the\nlatter on the road or pedestrian surface, and a carrying\ndevice (8) for conveying the de-icing material from said\nhopper (6) to said spreader device (7), characterised by\ncomprising one or more rechargeable\nbatteries\n(9) for\nsupplying said carrying device (8) and an\nelectric\nmechanical\nconverter (10) for charging said rechargeable\nbattery\n(9) by\nan inputted mechanical power.\n2. The spreader unit according to claim 1, characterised by\ncomprising a mobile actuator between a first position and a\nsecond position and a wheel (11) carried by said mobile\nactuator and connected to transfer power to said\nelectric\nmechanical converter (10).\n3. The spreader unit according to claim 2, characterised by\ncomprising a rigid structure on which at least said hopper\n(6), said spreader device (7), said carrying device (8) and\nsaid rechargeable\nbattery\n(9) are rigidly fixed.\n4. The spreader unit according to any of claims 2 to 3,\ncharacterised in that said\nelectric\nmechanical converter (10)\nis mobile together with said wheel (11).\n5. The spreader unit according to any of the preceding claims,\ncharacterised in that said rechargeable\nbattery\n(9) is rapidly\ndisconnectable to receive a charged\nbattery\nwhen it is\ndischarged.\n6. The spreader unit according to any of the preceding claims,\ncharacterised by comprising a power plug connected to said\nrechargeable\nbattery\n(9) for allowing the charging of said\nrechargeable\nbattery\n(9) by means of the\nelectric\nnetwork.\n7. The unit according to any of the preceding claims,\ncharacterised by comprising an electronic control unit\nprogrammed to measure a charge level of said rechargeable\nbattery\n(9) and to enable the charging of said\nbatteries\n(9)\n7\nby means of said\nelectric\nmechanical converter (10) when said\ncharge level falls below a preset value.\n8. A\nvehicle\ncomprising a unit according to one of the\npreceding claims when dependent on claim 2, wherein said wheel\n(11) comes into contact in said first position either with the\nroad surface or with a tyre (2) of said\nvehicle\n.\n9. The\nvehicle\naccording to claim 8, characterised in that\nsaid actuator and said\nelectric\nmechanical converter (10) are\nfixed on a frame (3) of said\nvehicle\nand in that said\nelectric\nmechanical converter (10) is connected by fast\nelectrical\nconnections to said rechargeable\nbattery\n(9).\n10. The\nvehicle\naccording to claim 8 when dependent on claim\n3, characterised in that said\nelectric\nmechanical converter\n(10) and said wheel (11) are fixed to said rigid structure. | TO2010A000573 | Italy | 2010-07-02 | Selon l'invention, une épandeuse de substance de dégivrage, destinée à dégager une route ou une surface piétonnière, comprend: une trémie (6) contenant la substance de dégivrage; un dispositif d'épandage (7) qui reçoit la substance de dégivrage de la trémie (6) et l'étale sur la route ou la surface piétonnière; un dispositif de transport (8) qui achemine la substance de dégivrage de la trémie (6) vers le dispositif d'épandage (7); une batterie rechargeable (9) pour alimenter le dispositif de transport (8); et un convertisseur électrique-mécanique (10) pour charger la batterie rechargeable (9) avec de l'énergie mécanique de conversion. | True |
| 303 | Patent 2121470 Summary - Canadian Patents Database | CA 2121470 | NaN | CHARGING STATION FORELECTRICVEHICLES | POSTE DE CHARGE POUR VEHICULES ELECTRIQUES | NaN | NOR, JIRI K. | 2001-01-02 | 1992-10-15 | RIDOUT & MAYBEE LLP | English | ECOTALITY, INC. | 20\nWHAT IS CLAIMED IS:\n1. A system for charging\nelectric\nvehicles\n(20) that are equipped with\na rechargeable\nbattery\n(22), a traction motor (24) and a traction controller\n(26) for\nsaid traction motor. said system comprising:\na power section (30A) which is separate from the\nvehicle\n. a power\ncontroller section (32) which is separate from the\nvehicle\n, a power connector\n(34)\non said\nvehicle\nfor connecting said power section to an\nelectric\nvehicle\nfor\nrecharging the\nbattery\nthereof, an interface between said charging station and\nsaid\nelectric\nvehicle\n, power cables (36) capable of carrying high charging currents\nfrom\nsaid power section through said power connector to said\nelectric\nvehicle\n,\nsignal\ncable means (38) capable or carrying control signals between said power\ncontroller\nsection and said\nelectric\nvehicle\n, and lockout means (40);\nwherein said power section is capable of delivering high charging\ncurrents at the requisite charging voltage for the\nbattery\nbeing charged\nwithin\npredetermined limits of power to be delivered, and the rate of delivery of\nsaid\ncharging current a controllable;\nwherein said power section comprises a power source (42), rectifying\nmeans (44), and means (32) for controlling the flow of charging current to she\nrechargeable\nbattery\n;\nwherein said signal cable carries signals from said\nbattery\nto said\npower controller that are at least indicative of the voltage of the\nbattery\nat\nany\ninstant in time;\nwherein said power controller section and said means for controlling\nthe flow of charging current to said rechargeable\nbattery\nare each fast acting\nso as\nto be able to turn delivery of said charging current on and off in less than a\nfew\nmilliseconds:\n21\ncharge controller means (48) for measuring the resistance free voltage\nof said\nbattery\nduring intervals when delivery of said charging current to\nsaid\nbattery\nhas been turned off, whereby operation of said power controller\nsection may\nbe affected by said resistance free voltage. and wherein said charge\ncontroller is\nspecific as to the\nbattery\nto be charged so that its operating functions are\ncontingent\nupon the characteristics of said\nbattery\nto be charged, its nominal voltage\nand its\nnominal electrochemical energy capacity, and wherein said charge controller is\nadapted to pass signals via said signal cable means to said power controller\nsection;\nwherein at Least said power cables and said signal cable means are\nassociated with said interface: and\nwherein said lockout means is associated with said power connector,\nand will preclude delivery of charging current to said\nbattery\nexcept when\nsaid\nlockout means is locked closed, so that operation of said charging station to\nrecharge a\nbattery\nin an\nelectric\nvehicle\na contingent upon said lockout means\nbeing locked closed so as to assure flow of charging current and control\nsignals on\ntheir respective cables, and wherein said operation is controlled so that the\npower\nbeing delivered is within said predetermined limits:\nc h a r a c t e r i z e d in that said charge controller further\nincludes means to continuously monitor said\nbattery\nat least as to its\ninternal\nresistance free voltage and its temperature, so as to pass control signals to\nsaid\npower controller section contingent upon the instantaneous values of said\ninternal\nresistance free voltage and temperature of said\nbattery\n.\nThe charging system of claim l, wherein said\nbattery\ncomprises a\nplurality of cells. and wherein the internal resistance free voltage and\ntemperature\nof said batten are specific to individual cells or groups of cells of said\nbattery\n.\nThe charging station of claim 2, wherein said lockout means is\nadapted to disable said traction controller for said traction motor when said\nlocked\nmeans is locked closed, whereby said traction controller is enabled when said\nlockout means is open.\n4. The charging station of claim I, further comprising means for\ndetermining the temperature of said\nbattery\n, and alarm means for issuing an\nalarm\nsignal when the temperature of said\nbattery\nis above a predetermined Level.\nThe charging station or claim 1, including manually operable means\n(52-54) for presetting the voltage level and highest current level at which\ncharging\ncurrent will be delivered to said\nbattery\n. within said predetermined limits:\nand\nfurther including manually operable means (62)for staring and stopping the\ncharging operation once said voltage level and highest current level have been\npreset.\n5. The charging station of claim 5, further including timer means (56);\nand wherein the charging operation is terminated after a predetermined time\nperiod.\n7. The charging station of claim 6. wherein paid timer means is\nmanually operable to preset the time period within predefined limits.\n8. The charging station of claim 2, wherein a signal carried by said\nsignal cable is indicative of the level of the charging current to be\ndelivered\nthrough said interface and power connector to said\nbattery\n, and said signal is\ndriven\nby a clock means:\nand wherein when said signal is above a predetermined level the\ncharging current is on: and when said signal is at or below that predetermined\nlevel. the charging current is off: and when said charging current is on, its\nlevel is\na function of the level of said signal.\n9. The charging station of claim 8, wherein said signal is a digital\nsignal.\n10. The charging station of claim 8. wherein said signal has a first digital\ncomponent having two discrete signal levels. and a second variable analog\nlevel\nwhich is indicative of the level of charging current to be delivered to said\nbattery\n.\n11. The charging station of claim 2 wherein said power connector has\na first plug component (68) and a second jack component (70) adapted to mate\nphysically and\nelectrically\nwith each other.\n12.The charging station of claim 1 wherein said means for controlling\nthe flow of charging current to said\nbattery\nis a switching inverter module\n(46)\n13. The charging station of claim 1, wherein said means for controlling the\nflow of charging current to said\nbattery\nis at least one phase controlled\nsilicon\ncontrolled rectifier. 14.The charging station of claim 20\nwherein said power controller\nsection and said inverter module are each able to turn on and off in less than\nabout 2 milliseconds. | 775,319 | United States of America | 1991-10-15 | On décrit une station de recharge, destinée aux véhicules électriques, qui comprend une partie alimentation régie par un contrôleur d'alimentation à action rapide, un connecteur d'alimentation et ses câbles d'alimentation pour connecter le véhicule, une interface dotée de câbles de signalisation qui transmettent des signaux d'état et/ou de contrôle entre ce véhicule et le contrôleur d'alimentation, ainsi qu'un verrouillage interdisant toute alimentation si le connecteur d'alimentation n'est pas en place. On envoie à la batterie du véhicule des courants de recharge élevés, en fonction des signaux que le contrôleur d'alimentation reçoit en continu, de manière à pouvoir brancher et débrancher le courant de recharge en quelques millisecondes à peine. On mesure la tension libre de résistance concernant la batterie du véhicule pendant les intervalles où le courant de recharge est débranché, et le contrôleur d'alimentation fonctionne selon cette tension qui est surveillée à tout moment. Il est possible de commander manuellement cette opération, le technicien préréglant alors au moins les valeurs maxima de tension et de courant, ou de l'effectuer de manière totalement automatique, sous la supervision d'un contrôleur de charge placé dans le véhicule et associé à la batterie. Ainsi, le fonctionnement de la station de recharge s'adapte à la batterie de tout véhicule équipé d'un contrôleur de charge et peut varier fortement, quant aux paramètres de tension et de courant, par rapport à ce que recevra un autre véhicule électrique rechargé ultérieurement par cette même station. | True |
| 304 | Patent 2338234 Summary - Canadian Patents Database | CA 2338234 | NaN | SYSTEM AND METHOD FOR MONITORING AVEHICLEBATTERY | SYSTEME ET PROCEDE POUR SURVEILLER UNE BATTERIE DE VEHICULE | NaN | GOLLOMP, BERNARD P., PALANISAMY, THIRUMALAI G., VERNICK, DOUGLAS | NaN | 1999-07-20 | GOWLING WLG (CANADA) LLP | English | ALLIEDSIGNAL INC. | -47-\nWE CLAIM:\n1. A system for monitoring the condition of a\nbattery\ninstalled in\na\nvehicle\ncomprising:\na sensor for determining the voltage of the\nbattery\nat the time\nof starting of the\nvehicle\nengine;\na sensor for determining the current drain of the\nbattery\nat said\ntime of starting of the engine; and\ncomputer means for computing at least one of the\nbattery\ndynamic internal resistance (IR) and\nbattery\ndynamic polarization resistance\n(PR) on the basis of the voltage and current determined by said voltage and\ncurrent sensors.\n2. A system as in claim 1 wherein said computer means further\ncomprises measuring means for sampling various voltage and current\nresponses determined by said voltage and current sensors over a period of\ntime during engine starting and averaging certain of the samples to\ncompute dynamic IR and dynamic PR.\n3. A system as in claim 1 wherein said computer means further\ncomputes the rate of change of dynamic IR and dynamic PR based on\ndeterminations of voltage and current by said voltage sensor and current\nsensor at different times of\nvehicle\nengine start, and further includes means\n- 48 -\nto an increasing dynamic IR and increasing dynamic PR for producing an\nindication of low electrolyte in the\nbattery\n.\n4. A system as in claim 1 wherein said computer means further\ncomputes the rate of change of dynamic IR and dynamic PR based on\ndeterminations of voltage and current by said voltage sensor and current\nsensor\nat different times of\nvehicle\nengine start, and further includes means\nresponsive\nto dynamic IR increasing and dynamic PR decreasing for initiating an\nindication\nof at least one of possible\nbattery\nterminal corrosion or loose connection of\na\ncable connecting a terminal of the\nbattery\nto the\nvehicle\nelectrical\nsystem.\n5. A system for monitoring and reporting on the condition of a\nbattery\ninstalled in a\nvehicle\ncomprising:\na sensor for determining the voltage across the\nbattery\nterminals\nunder conditions of current drain of the\nvehicle\nelectrical\nsystem up to a\npredetermined current drain value (QV); and\ncalculating the\nbattery\nstate-of-charge (SoC) on the basis of the\nmeasured QV.\n6. A system as in claim 5 further comprising:\na sensor for determining the voltage of the\nbattery\nat the time of\nstarting of the\nvehicle\nengine;\na sensor for determining the current drain of the\nbattery\nat said\ntime of starting of the engine; and\nwherein said computer means includes means for computing at\nleast one of the\nbattery\ndynamic internal resistant (IR) and\nbattery\ndynamic\n-49-\npolarization resistance (PR) on the basis of the said determined voltage and\ncurrent.\n7. A system as in claim 5 further comprising:\na sensor to determine if the\nvehicle\nignition is off, and said\ncalculating means further includes means for producing an indication of at\nleast\none of a possible\nvehicle\nbattery\ncharging system component problem and\nbattery\nstate-of-charge condition in response to a determination that the\nignition\nis off.\n8. A system as in claim 5 further comprising:\nan ignition sensor to determine if the\nvehicle\nignition is on;\na starter sensor to determine if the engine starter is on;\nan engine sensor to determine if the engine is running at a self-\nsustaining speed;\nsaid computer means including engine start condition determining\nmeans for producing an indication that there is an engine start failure and\nthe\nbattery\nis losing charge in response to a determination of the ignition being\non,\na determination of the starter being off for more than a predetermined time\nand\na determination of the engine not being at a self-sustaining speed.\n9. A system as in claim 6 wherein said calculating means also\nindicates at least one of a decline rate of the SoC over a period of time and\na\ndecline rate of QV over a period of time, said calculating means determining\nthe\ntime remaining during which the\nbattery\nis still able to start the\nvehicle\nengine\nbased on at least one of the computed SoC decline rate and AV decline rate.\n-50-\ndetermining the time remaining during which the\nbattery\nis still able to start\nthe\nvehicle\nengine based on at, least one of the computed SoC decline rate\nand QV decline rate.\n10. A system as in claim 5 wherein the time remaining based on\nthe SoC decline rate is determined as\nTime Remaining = <img/>\n11. A system as in claim 5 wherein the time remaining based on\nthe QV decline rate is\nTime Remaining = <img/>\n12. A method for monitoring the condition of a\nbattery\ninstalled in\na\nvehicle\ncomprising:\ndetermining the voltage of the\nbattery\nat the time of starting of\nthe\nvehicle\nengine;\ndetermining the current drain of the\nbattery\nat said time of\nstarting of the\nvehicle\nengine; and\ncomputing at least one of the\nbattery\ndynamic internal\nresistance (IR) and\nbattery\ndynamic polarization resistance (PR) on the basis\nof the voltage and current determined by said voltage and current sensors.\n-51-\n13. A method as in claim 12 wherein said steps of determining the\nvoltage and determining the current drain involve sampling various voltage\nand current responses over a period of time during engine starting, and said\ncomputing step includes averaging certain of the samples to compute\ndynamic IR and dynamic PR.\n14. A method as in claim 12 further comprising:\ncomputing the rate of change of dynamic IR and dynamic PR based\non determinations of voltage and current at different times of\nvehicle\nengine\nstart; and\nproducing an indication of low electrolyte in a\nbattery\nin\nresponse to increasing dynamic IR and increasing dynamic PR.\n15. A method as in claim 12 further comprising:\ncomputing the rate of change of dynamic IR and dynamic PR based\non determinations of voltage and current at different times of\nvehicle\nengine\nstart; and\ninitiating an indication of at least one of possible\nbattery\nterminal corrosion or loose connection of a cable connecting a terminal of\nthe\nbattery\nto the\nvehicle\nelectrical\nsystem in response to dynamic IR\nincreasing and dynamic PR decreasing.\n16. A method for monitoring and reporting on the condition of a\nbattery\ninstalled in a\nvehicle\ncomprising:\ndetermining the voltage across the\nbattery\nterminals under\nconditions of current drain of the\nvehicle\nelectrical\nsystem up to a\n-52-\npredetermined current drain value (QV); and\ncalculating the\nbattery\nstate-of-charge (SoC) as the\nbasis of the measured QV.\n17. A method as in claim 16 further comprising:\ndetermining the voltage of the\nbattery\nat the time of starting of\nthe\nvehicle\nengine;\ndetermining the current drain of the\nbattery\nat said time of\nstarting of the engine; and\ncomputing at least one of the\nbattery\ndynamic internal\nresistance (IR) and\nbattery\ndynamic polarization resistance (PR) on the basis\nof the said determined voltage and current.\n18. A method as in claim 16 further comprising:\nsensing if the\nvehicle\nignition is off; and\nproducing an indication of at least one of a possible\nvehicle\nbattery\ncharging system component problem and\nbattery\nstate-of-\ncharge condition in response to a determination that the ignition is off.\n19. A method as in claim 16 further comprising:\nsensing if the\nvehicle\nignition is on;\nsensing if the engine starter is on;\nsensing if the engine is running at a self-sustaining speed; and\nproducing an indication that there is an engine start failure and\nthe\nbattery\nis losing charge in response to a determination of the ignition\nbeing on, a determination of the starter being off for more than a\n-53-\npredetermined time and a determination of the engine not being at a self-\nsustaining speed.\n20. A method as in claim 17 further comprising:\ncalculating at feast one of a decline rate of the SoC over a\nperiod of time and a decline rate of QV over a period of time; and\ndetermining the time remaining during which the\nbattery\nis still able to start the\nvehicle\nengine based on at least one of the\ncomputed SoC decline rate and the QV decline rate. | 60/093,425 | United States of America | 1998-07-20 | L'invention concerne un système et un procédé pour surveiller et communiquer l'état d'une batterie de véhicule (108) qui permettent de mesurer la tension (112) de la batterie et l'appel de courant (110) lors du démarrage du moteur et de calculer (100) la résistance interne dynamique (IR) et la résistance de polarisation dynamique (PR) sur la base de ces valeurs (S462). De même, on mesure (S131) la tension de polarisation (QV) de la batterie lorsque l'appel de courant du système électrique du véhicule est compris entre 0 et une valeur prédéterminée, et l'on calcule l'état de charge (SoC) de la batterie à partir de QV (S133). Sur la base de ces valeurs, on calcule des valeurs telles que la dérivée des IR et PR dynamiques pour analyser l'état de la batterie (S402 - S420), la dérivée des QV et SoC (S311, S313, S315, S331, S340, S428, S477) afin de faire une prévision du temps pendant lequel la batterie peut encore faire démarrer le moteur (S330 - S340) et de la température ambiante minimale à laquelle la batterie est capable de faire démarrer le moteur (S420, S424, 426), ainsi que de quelques autres conditions. On peut afficher des messages appropriés correspondant aux valeurs mesurées et calculées ainsi que des avertissements signalant au conducteur les problèmes réels ou potentiels liés à la batterie (S239, S243, S273, S422), à ses câbles (S425) et aux composants de son système de charge (S205, S207, S209, S221, S468, S484, S492). | True |
| 305 | Patent 3104018 Summary - Canadian Patents Database | CA 3104018 | NaN | CHARGING SYSTEM FOR DYNAMIC CHARGING OFELECTRICVEHICLES | SYSTEME DE CHARGE PERMETTANT LA RECHARGE DYNAMIQUE DE VEHICULES ELECTRIQUES | NaN | SCHUMACHER, ULI ERICH | NaN | 2019-06-17 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | TOP KA-PROJEKT GMBH | CA 03104018 2020-12-16\nClaims\n1. A charging system (1) for dynamic charging of\nelectric\nvehicles\n(2),\ncomprising at least\none navigation function on at least one mobile device (3) or connectable to a\nnavigation device\n(22), and/or software application (4) installed and executed on at least one\nserver, and a plurality\nof mobile charging\nvehicles\n(5) each having a navigation apparatus (51)\nconfigured to, inter alia,\ntransmit a current position (P5) of each mobile charging\nvehicle\n(5) of the\ncharging system (1) to\nthe software application (4), wherein the software application (4) is\nconfigured to display at least\nthe respective next mobile charging\nvehicle\n(5) on the mobile device (3)\nlocated in an\nelectric\nvehicle\n(2) and, in the case that an\nelectric\nbattery\n(21) of the\nelectric\nvehicle\n(2) is to be charged,\nto transmit a charging request for this\nelectric\nvehicle\n(2) and at least one\ncurrent position (P2) of\nthe\nelectric\nvehicle\n(2) to the displayed mobile charging\nvehicle\n(5), wherein\nthe navigation\napparatus (51) of the charging\nvehicle\n(5) is configured for transmitting\ncoordinates of a suitable\ncommon meeting point (TP) and a suitable meeting time (TZ) for charging the\nbattery\n(21) of the\nelectric\nvehicle\n(2) to the mobile device (3) in the\nelectric\nvehicle\n(2) to\nbe charged on the basis\nof the received charging request, wherein the software application (4) is\nconfigured to convert\nthe meeting point (TP) and meeting time (TZ) into navigation instructions for\na driver of the\nelectric\nvehicle\n(2) to be charged.\n2. The charging system (1) according to claim 1, characterized in that\nthe software application (4) only generates the navigation instructions from\nthe common meeting\npoint (TP) and meeting time (TZ) for the\nelectric\nvehicle\n(2), after a\nconfirmation of the charging\nrequest at the common meeting point (TP) was transmitted to the charging\nvehicle\n(5) via the\nsoftware application (4) and/or an exchange of data between the server and the\nmobile device\nand/or a data storage and/or an exchange of data within the software\napplication at least partially\nusing distributed ledger technology (DLT), in particular a block chain system,\nis carried out.\n3. The charging system (1) according to claim 1 or 2, characterized in that\nthe common meeting point (TP) and the meeting time (TZ) are determined by the\nnavigation\napparatus (51) of the mobile charging\nvehicle\n(5) taking into account at least\none previous route\n(BR) of the\nelectric\nvehicle\n(2) to be charged, wherein the software\napplication (4) transmits the\nprevious route (BR) to the mobile charging\nvehicle\n(5) with the charging\nrequest on the basis of\ncorrespondingly recorded position data.\n4457722\nDate Recue/Date Received 2020-12-16\nCA 03104018 2020-12-16\n21\n4. The charging system (1) according to claim 3, characterized in that the\nsoftware\napplication (4) transmits to the charging\nvehicle\n(5), in addition to the\nprevious route (BR), also\nthe route (GR) planned for the\nelectric\nvehicle\n(2) up to a route destination\n(RZ), and the\nnavigation apparatus (51) of the charging\nvehicle\n(5) takes into account the\nplanned route (GR)\nto calculate the common meeting point (TP) and the meeting time (TZ).\n5. The charging system (1) according to one of the preceding claims 1 to 4,\ncharacterized in\nthat the navigation apparatus (51) of the charging\nvehicle\n(5) automatically\ncalculates the fastest\nroute for the charging\nvehicle\n(5) to the meeting point (TP) and displays it\nin the charging\nvehicle\n(5) as a driving route (FRL).\n6. The charging system (1) according to one of the preceding claims 1 to 5,\ncharacterized in\nthat the navigation apparatus (51) of the charging\nvehicle\n(5) transmits the\ncurrent position (P5)\nof the charging\nvehicle\n(5) at least periodically to the software application\n(4) for a retrieval in\nthe\nelectric\nvehicle\n(2) on a path to the common meeting point (TP).\n7. The charging system (1) according to claim 6, characterized in that the\nsoftware\napplication (4) is configured to display the current position (P5) of the\ncharging\nvehicle\n(5) on\nthe way to the common meeting point (TP) on a navigation display in the\nelectric\nvehicle\n(2).\n8. The charging system (1) according to one of the preceding claims 1 to 7,\ncharacterized in\nthat the software application (4) is configured to display all positions (P5)\nof all charging\nvehicles\n(5) in order to enable a selection of a desired charging\nvehicle\n(5)\nfor charging the\nelectric\nvehicle\n(2).\n9. The charging system (1) according to one of the above claims\ncharacterized in that the\nsoftware application (4) is configured to propose to the charging\nvehicle\n(5)\na meeting point (TP)\nand/or a common meeting time (TZ), which is adopted by the charging\nvehicle\n(5) as common\nmeeting point (TP) and common meeting time (TZ).\n4457722\nDate Recue/Date Received 2020-12-16\nCA 03104018 2020-12-16\n22\n10. The charging system (1) according to one of the above claims 1 to 9,\ncharacterized in that the\ncharging\nvehicle\n(5) has an energy storage or\nbattery\nstorage (52) of more\nthan 300 kWh and at\nleast one DC charging unit (53) and at least one AC charging unit (54).\n11. A method (100) for dynamic charging of\nelectric\ncharging\nvehicles\nin a\ncharging system\naccording to one of the claims 1 to 10 comprising a software application (4)\ninstalled and\nexecuted at least on a mobile device (3) which comprises a navigation function\nor respectively\nconnectable to a navigation device (22), and a plurality of mobile charging\nvehicles\n(5) each\nhaving a navigation apparatus (51), comprising the following steps:\n- transmitting (110) current positions (P5) of each mobile charging\nvehicle\n(5) of the charging\nsystem (1) to the software application (4) by the navigation apparatus (51) of\nthe charging\nvehicle\n(5);\n- displaying (120) at least the respective next mobile charging\nvehicle\n(5)\non the mobile device\n(3) located in an\nelectric\nvehicle\n(2) by the software application;\n- transmitting (130) by the software application a charging request for the\nelectric\nvehicle\n(2) and\nat least one current position (P2) of the\nelectric\nvehicle\n(2) to the\ndisplayed mobile charging\nvehicle\n(5) in the case of an\nelectric\nvehicle\n(2) having an\nelectric\nbattery\n(21) to be charged;\n- transmitting (140) coordinates of a suitable common meeting point (TP)\nand a suitable meeting\ntime (TZ) for charging the\nbattery\n(21) of the\nelectric\nvehicle\n(2) based on\nthe received charging\nrequest to the mobile device (3) in the\nelectric\nvehicle\n(2) to be charged by\nthe navigation\napparatus (51) of the charging\nvehicle\n(5); and\n- Conversion (150) by the software application (4) of meeting point (TP)\nand meeting time (TZ)\ninto navigation instructions for a driver of the\nelectric\nvehicle\nto be\ncharged (2) by the software\napplication (4) for navigation of the\nelectric\nvehicle\n(2) to the common\nmeeting point (TP).\n12. The method (100) according to claim 11, comprising the additional step\nof determining\n(160) the common meeting point (TP) and the meeting time (TZ) taking into\naccount at least one\nprevious route (BR) of the\nelectric\nvehicle\n(2) to be charged from the\nnavigation apparatus (51)\nof the mobile charging\nvehicle\n(5), wherein the software application (4) has\ntransmitted the\nprevious route (BR) to the mobile charging\nvehicle\n(5) together with the\ncharging request on the\nbasis of correspondingly recorded position data.\n4457722\nDate Recue/Date Received 2020-12-16\nCA 03104018 2020-12-16\n23\n13. The method (100) according to claim 12, wherein the software\napplication (4) transmits,\nin addition to the previous route (BR), also the route (GR) planned for the\nelectric\nvehicle\n(2) up\nto a route destination (RZ) to the charging\nvehicle\n(5) and the navigation\napparatus (51) of the\ncharging\nvehicle\n(5) takes into account the planned route (GR) for calculating\n(160) the common\nmeeting point (TP) and the meeting time (TZ).\n14. The method (100) according to one of the claims 11 to 13, comprising\nthe additional step\nof at least periodically transmitting (170) the current position (P5) of the\ncharging\nvehicle\n(5) on\na path to the common meeting point by the navigation apparatus (51) to the\nsoftware application\n(4) for a retrieval in the\nelectric\nvehicle\n(2).\n15. The method (100) according to claim 14, comprising the additional step\nof displaying\n(180) the current position (P5) of the charging\nvehicle\n(5) on its way to the\ncommon meeting\npoint (TP) by the software application (4) on a navigation display in the\nelectric\nvehicle\n(2).\n16. The method (100) according to one of the claims 11 to 15, wherein the\nsoftware\napplication (4) displays all positions (P5) of all charging\nvehicles\n(5) to\nenable selection of a\ndesired charging\nvehicle\n(5) for charging the\nelectric\nvehicle\n(2), followed\nby selecting (190) one\nof the displayed charging\nvehicles\n(5) as the charging\nvehicle\n(5) for\ncharging the\nbattery\n(21) of\nthe\nelectric\nvehicle\n(2).\n17. A data storage product (10) having a software application (4) stored on\nthe data storage\nproduct (10), suitable for executing the steps of the method (100) relating to\nthe software\napplication (4) according to one of the claims 11 to 16.\n4457722\nDate Recue/Date Received 2020-12-16 | 10 2018 114 593.4 | Germany | 2018-06-18 | L'invention concerne un système de charge (1) permettant la recharge dynamique de véhicules électriques (2) et comprenant une application logicielle (4) au moins installée et exécutée sur au moins un appareil mobile (3) doté d'une fonction de navigation ou pouvant être connecté à un appareil de navigation (22), et/ou sur au moins un serveur, et une pluralité de véhicules de charge mobiles (5) munis chacun d'un dispositif de navigation (51) qui est entre autres conçu pour communiquer à l'application logicielle (4) une position instantanée (P5) de chaque véhicule de charge mobile (5) du système de charge (1). L'application logicielle (4) est conçue pour afficher sur l'appareil mobile (3) se trouvant dans un véhicule électrique (2) au moins le véhicule de charge mobile (5) le plus proche et pour, si une batterie électrique (21) du véhicule électrique (2) doit être rechargée, adresser au véhicule de charge mobile (5) une demande de charge pour ledit véhicule électrique (2) ainsi qu'au moins une position instantanée (P2) du véhicule électrique (2). Le dispositif de navigation (51) du véhicule de charge (5) est conçu pour, sur la base de la demande de charge reçue, communiquer à l'appareil mobile (3) du véhicule électrique (2) à recharger les coordonnées d'un point de rencontre (TP) commun approprié et une heure de rencontre (TZ) appropriée pour recharger la batterie électrique (21) du véhicule électrique (2). L'application logicielle (4) est conçue pour convertir le point de rencontre (TP) et l'heure de rencontre (TZ) en instructions de navigation pour le conducteur du véhicule électrique (2) à recharger. | True |
| 306 | Patent 2743765 Summary - Canadian Patents Database | CA 2743765 | NaN | DOCKING BAYS FOR RECHARGINGVEHICLEBATTERIES | BAIES DE CONNEXION POUR RECHARGER DES BATTERIES DE VEHICULE | NaN | DOWER, GORDON EWBANK | NaN | 2008-11-28 | OYEN WIGGS GREEN & MUTALA LLP | English | GED PATENTS LTD. | I CLAIM:\n1. A docking bay for supplying\nbattery\nrecharging energy to a\nvehicle\nhaving a\nrechargeable\nbattery\nand a pair of\nvehicle\ncontacts positionable to receive\nsaid energy\nfrom said docking bay, said docking bay comprising:\n(a) a pair of normally de-energized, unprotected, docking bay contacts for\nmaking\nelectrical\ncontact with said\nvehicle\ncontacts when said\nvehicle\nis\ndriven into said docking bay;\n(b) a contact energizer having an output operatively connected to said\ndocking bay contacts and an input connectable to an external source of\nenergy, said energizer being switchable in response to an energizer\ncontrol signal from a first state where\nbattery\nrecharging energy is not\nprovided to said docking bay contacts to a second state where\nbattery\nrecharging energy derived from said external source of energy is provided\nto said docking bay contacts; and,\n(c) a controller operatively connected to said energizer for conditionally\nproviding said energizer control signal to said energizer.\n2. A docking bay as defined in claim 1, wherein said controller comprises a\nproximity sensor for sensing proximity of said\nvehicle\nto said docking bay for\nproviding\nsaid energizer control signal to said energizer if a predetermined required\nproximity has\nbeen sensed.\n3. A docking bay as defined in claim 2 wherein the proximity required is\nphysical\ncontact between said\nvehicle\ncontacts and said docking bay contacts.\n4. A docking bay as defined in claim 1, wherein said controller comprises:\n(a) a plurality of sensors, each for sensing the presence or absence of an\nassociated necessary condition for providing said energizer control signal\n-21-\nto said energizer, and each for providing as an output an associated\ncommand signal if the associated necessary condition is satisfied; and,\n(b) a signal processor operatively coupled to said sensors and said energizer\nfor receiving said command signals as an input and for providing said\nenergizer control signal as an output if all of said associated command\nsignals are received,\nwherein one of said sensors comprises a proximity sensor for sensing proximity\nof said\nvehicle\ncontacts to said docking bay contacts.\n5. A docking bay as defined in any one of claims 1 to 4 wherein said docking\nbay\ncontacts each have an exposed contact surface which is substantially flat.\n6. A docking bay as defined in any one of claims 1 to 4 wherein:\n(a) said docking bay contacts each have an exposed contact surface which is\nsubstantially flat; and,\n(b) said contact surfaces lie in substantially the same plane.\n7. A docking bay as defined in any one of claims I to 4 wherein:\n(a) said docking bay contacts each have an exposed contact surface which is\nsubstantially flat; and,\n(b) said contact surfaces lie in substantially the same plane and face\nobliquely\nupward.\n8. A docking bay as defined in any one of claims 1 to 4 wherein:\n(a) said docking bay contacts each have an exposed contact surface which is\nsubstantially flat; and,\n(b) said contact surfaces lie in differing planes.\n-22-\n9. A docking bay as defined in any one of claims 1 to 4 wherein said\nvehicle\ncontacts are supported by a deployable flap and wherein said docking bay\ncontacts are\noriented to make\nelectrical\ncontact with said\nvehicle\ncontacts when said flap\nis deployed\nand said\nvehicle\nis driven into said docking bay.\n10. A docking bay as defined in any one of claims 1 to 9 wherein said docking\nbay\nhas a low profile enabling a front end portion of said\nvehicle\nto extend\nforwardly over\nsaid docking bay.\n11. A docking bay as defined in any one of claims 1 to 9 situate on a street\nat the\ninner end of a diagonal parking stall.\n12. A docking bay as defined in any one of claims 1 to 9 forming part of a\nvehicle\ncurb.\n13. A docking bay as defined in any one of claims 1 to 3 wherein said\nenergizer has:\n(a) a first mode of operation enabling the delivery of\nelectrical\nenergy from\nsaid external source of energy through said docking bay to said\nvehicle\n;\nand,\n(b) a second mode of operation enabling the delivery of\nelectrical\nenergy from\nsaid\nvehicle\nthrough said docking bay to external power lines,\nsaid docking bay further comprising means for selecting the mode of operation.\n14. A docking bay as defined in claim 4, wherein one of said sensors comprises\nmeans for receiving an authorization signal that said\nvehicle\nis authorized to\nreceive\nenergy from said docking bay and for providing its associated command signal\nonly if\nsuch authorization signal is received.\n-23- | 61/004,602 | United States of America | 2007-11-27 | Cette invention se rapporte à des baies de connexion destinées à fournir de l'énergie à des véhicules qui disposent d'une batterie rechargeable. Une baie de connexion donnée inclut une paire de contacts de baie de connexion normalement désactivés, non protégés, destinés à établir un contact électrique avec des contacts de véhicule coopératifs lorsque le véhicule est conduit dans la baie de connexion. Le véhicule est généralement, mais pas nécessairement, un véhicule électrique. La baie de connexion donnée inclut également un dispositif d'alimentation de contact qui présente une sortie connectée de manière fonctionnelle aux contacts de la baie de connexion et une entrée qui peut être connectée à une source d'énergie extérieure, par exemple un réseau domestique de distribution de courant alternatif CA. Le dispositif d'alimentation peut être commuté, en réponse à un signal de commande du dispositif d'alimentation, d'un premier état dans lequel l'énergie de rechargement de la batterie n'est pas fournie aux contacts de la baie de connexion à un second état dans lequel l'énergie de rechargement de la batterie obtenue à partir de la source extérieure est fournie aux contacts de la baie de connexion. Un contrôleur est connecté de manière fonctionnelle au dispositif d'alimentation. | True |
| 307 | Patent 2304851 Summary - Canadian Patents Database | CA 2304851 | NaN | ANTI-THEFT SYSTEM FOR DISABLING AVEHICLEENGINE | SYSTEME ANTIVOL SERVANT A METTRE UN MOTEUR DE VEHICULE HORS SERVICE | NaN | JOHNSON, RICHARD T., WRUCK, WILLIAM J., TAGHIKHANI, MAJID | NaN | 1998-09-17 | BORDEN LADNER GERVAIS LLP | English | JOHNSON CONTROLS TECHNOLOGY COMPANY | CLAIMS\n1. An anti-theft system of a\nvehicle\nhaving an engine, a\nbattery\n(12) producing a\nbattery\nvoltage, and an\nelectrical\nsystem (VES) with an\nalternator (16) which produces an alternator voltage, said anti-theft\nsystem comprising a first circuit that can be closed to\nelectrically\nconnect the\nbattery\n(12) to the\nelectrical\nsystem (VES) and opened to\ndisconnect the\nbattery\n(12) from the\nelectrical\nsystem (VES)\ncharacterized in that said anti-theft system includes:\na second circuit including a resistive element (36), said second\ncircuit capable of being closed to connect the resistive element (36) to\nthe alternator (16) thereby pulling the alternator voltage to ground, and\ncapable of being opened to disconnect the resistive element (36) from\nthe alternator (16); and\na control system (28) establishing an armed state and a disarmed\nstate of the anti-theft system, said control system (28) including a\ndetection system that detects whether the engine is running and\nwhether the engine has been recently started, said control system (28)\nopening the first circuit and closing the second circuit when the engine is\nstarted while the anti-theft system is armed thereby disabling the engine.\n2. The anti-theft system according to Claim 1 wherein the\ndetection system includes a\nbattery\nvoltage sensor (82) that senses the\nbattery\nvoltage, said control system (28) responding to\nbattery\nvoltage\ndecreasing below a predetermined value by providing an engine recently\nstarted signal which indicates that the engine has been recently started.\n3. The anti-theft system according to Claim 1 wherein the\ndetection system includes a vibration sensor (78) that detects vibrations\n27\nof the\nvehicle\n, and a\nbattery\nvoltage sensor (82) that senses the\nbattery\nvoltage.\n4. The anti-theft system according to Claim 3 wherein the\nbattery\nvoltage sensor (82) provides a first output signal indicative of\nfluctuations of the\nbattery\nvoltage and a second output signal when the\nbattery\nvoltage goes above a predetermined value, and wherein the\nvibration sensor (78) provides a vibration signal indicating vibration of\nthe\nvehicle\n, said control system (28) generating a first engine running\noutput signal when at least two of the first output signal, the second\noutput signal, and the vibration signal are present.\n5. The anti-theft system according to Claim 4 further including a\nhold system which receives and holds the first engine running signal for\na predefined period of time.\n6. The anti-theft system according to Claim 4 wherein the\nbattery\nvoltage sensor (82) provides a third output signal when the\nbattery\nvoltage goes below a predefined voltage value, said control system (28)\ngenerating a second engine running output signal either when the first\noutput signal, the second output signal and the vibration signal are all\npresent, or when the third output signal is present.\n7. The anti-theft system according to Claim 6 wherein the second\nengine running output signal is applied to a one-shot circuit that\nmaintains the second engine running output signal for a predetermined\nperiod of time.\n28\n8. The anti-theft system according to Claim 6 wherein the control\nsystem generates an engine recently started signal in response to a\ncombination of the first and second engine running output signals.\n9. The anti-theft system according to Claim 1 wherein the control\nsystem (28) includes a low\nbattery\nstate of charge system that provides\na signal which opens the first circuit when the\nbattery\nstate of charge\ndecreases below a predetermined charge level.\n10. The anti-theft system according to Claim 9 wherein the low\nbattery\nstate of charge system includes a state of charge algorithm\nwhich determines the predetermined charge level in response to a\nvoltage signal from a\nbattery\nvoltage sensor (82) and a\nbattery\ntemperature signal from a\nbattery\ntemperature sensor (108).\n11. The anti-theft system according to Claim 1 wherein the\ncontrol system (28) further comprises:\na vibration sensor (78) which produces a vibration signal indicating\nthat a person has entered the\nvehicle\n;\na\nbattery\nvoltage sensor (82) which produces a sensor signal\nindicating a decease in voltage from the\nbattery\n; and\na driver entry system connected to the vibration sensor and the\nbattery\nvoltage sensor provide a signal that the anti-theft system is\narmed in response to either the vibration signal or the sensor signal.\n12. The anti-theft system according to Claim 1 further comprising\na receiver (62) responsive to a remote RF transmission signal, said\ncontrol system (28) arming the anti-theft system in response to receipt\nof the remote RF transmission signal when the anti-theft system is\n29\nunarmed, and unarming the anti-theft system in response to receipt of\nthe remote RF transmission signal when the anti-theft system is armed.\n13. The anti-theft system according to Claim 12 wherein the\ncontrol system (28) delays the arming of the anti-theft system for a\npredetermined period of time after receipt of the remote RF transmission\nsignal by the receiver (62).\n14. The anti-theft system according to Claim 1 wherein the\ncontrol system (28) includes a counter (102) that counts how many\nconsecutive times the engine is disabled, said counter providing an\noutput signal that opens the first circuit upon reaching a predefined\ncount value, said counter (102) being reset when the anti-theft system is\ndisarmed.\n15. The anti-theft system according to Claim 1 wherein the\ncontrol system (28) further includes a logic system that determines when\nto close the second circuit, said logic system including a reset clock\n(116) that is reset upon an unauthorized\nvehicle\nstart, said logic system\nclosing the second circuit only after the first circuit is opened.\n16. The anti-theft system according to Claim 15 wherein the logic\nsystem includes a delay anti-theft system, wherein a signal in the logic\nsystem that determines when the second circuit is closed is delayed by\nthe delay anti-theft system so as to test whether a\nbattery\nvoltage signal\nis above a predetermined level.\n17. The anti-theft system according to Claim 1 further comprising\na mechanism to determine whether voltage of the\nbattery\nis below a\n30\npredefined level, and said control system opening the second circuit if\nthe voltage of the\nbattery\nhas not decreased below the predefined level\nafter a predetermined interval of time from when the second circuit\nclosed.\n18. An anti-theft system of a\nvehicle\nhaving an engine, a\nbattery\n(12) and an\nelectrical\nsystem (VES) with an alternator (16) which\nproduces an alternator voltage, the anti-theft system characterized by:\na resistive element (36);\na switch (234) having a first position in which the\nelectrical\nsystem\n(VES) is connected to the\nbattery\n(12), and a second position in which\nthe\nelectrical\nsystem (VES) is connected to the resistive element (36) to\npull the alternator voltage to ground through the resistive element (36)\nand stall the engine; and\na control system (244) establishing an armed state and a disarmed\nstate of the anti-theft system, the control system (244) including a\ndetection system that detects whether the engine is running and\nwhether the engine has been recently started, the control system (244)\nmoving the switch (234) into the second position to disconnect the\nbattery\n(12) from the\nelectrical\nsystem (VES) and connect the resistive\nelement (36) to the\nelectrical\nsystem (VES) when the engine is started\nwhile the anti-theft system is armed thereby disabling the engine.\n19. The anti-theft system according to Claim 18 wherein the\nswitch (234) is an electromechanical switch having a coil (235),\nwherein the switch (234) moves to the second position when the coil\n(235) is energized.\n31\n20. The anti-theft system according to Claim 18 wherein the\nswitch (234) further includes a third position in which the\nelectrical\ncircuit is disconnected from both the\nbattery\n(12) and the resistive\nelement (36).\n21. The anti-theft system according to Claim 20 wherein the\nswitch (234) is an electromechanical switch having a coil (235), wherein\nthe switch (234) moves to the second position when the coil (235) is\nenergized, and moves to one of the first position and the third position\nwhen the coil (235) is deenergized, the switch (234) moving from the\nfirst position to the third position when the switch (234) is in the first\nposition and the coil (235) is energized and then deenergized, and the\nswitch (234) moves from the third position to the first position when the\nswitch (234) is in the third position and the coil (235) is energized and\nthen deenergized.\n22. The anti-theft system according to Claim 20 wherein the\ncontrol system (244) responds to the switch (234) being in the third\nposition when the anti-theft system is disarmed by causing the switch\n(234) to move from the third position to the first position.\n23. The anti-theft system according to Claim 20 wherein the\ncontrol system (244) responds to the switch (234) being in the third\nposition when the anti-theft system is armed and an unauthorized\nvehicle\nstart is not occurring, by causing the switch (234) to move from the\nthird position to the first position.\n24. The anti-theft system according to Claim 23 wherein the\nelectrical\nsystem (VES) has a\nvehicle\nelectrical\nsystem voltage and the\n32\ncontrol system (244) determines if the switch (234) is in the third\nposition by measuring a\nvehicle\nelectrical\nsystem voltage.\n25. The anti-theft system according to Claim 20 wherein the\ncontrol system (244) includes a counter (102) that counts how many\nconsecutive times the engine is disabled, the counter (102), upon\nreaching a predefined count value, provides an output signal that causes\nthe switch (234) to move from the first position to the third position, the\ncontrol system (244) determining whether the switch (234) is in the\nthird position prior to moving the switch (234), the control system (244)\nresetting the counter (102) when the anti-theft system is disarmed.\n26. The anti-theft system according to Claim 20 wherein the\ncontrol system (244) includes a low\nbattery\nstate of charge system that\nprovides a signal that operates the switch (234) from the first position to\nthe third position when the\nbattery\nstate of charge decreases below a\npredetermined charge level, the control system (244) determining\nwhether the switch (234) is in the third position prior to operating the\nswitch (234) in response to the low\nbattery\nstate of charge system.\n27. The anti-theft system according to Claim 20 wherein the\ncontrol system (244) includes a mechanism to sense whether a voltage\nof the\nelectrical\nsystem is below a predetermined magnitude, the control\nsystem (244) moving the switch (234) from the second position when\nvoltage does not decrease below the predetermined magnitude a\npredetermined period of time after the switch (234) moved to the second\nposition.\n32a | 08/936,293 | United States of America | 1997-09-25 | Système antivol servant à mettre un moteur de véhicule hors service à la détection d'un démarrage non autorisé du véhicule. Un émetteur envoie un signal de fréquence codée dont la réception sert à armer le système antivol. Quand il est armé, ce système contrôle si le moteur tourne en se basant sur une combinaison de détection des vibrations et des fluctuations entre la tension de la batterie et la tension réelle de la batterie. Dans le cas d'un démarrage non autorisé, ce système ouvre un commutateur afin de couper la batterie et ferme un commutateur afin de mettre l'alternateur à la terre par l'intermédiaire de la résistance. Dans le cas d'un démarrage non autorisé au moyen d'une deuxième batterie, le système met de nouveau l'alternateur à la terre à des intervalles périodiques, ce qui permet de vérifier de façon répétée la présence de la deuxième batterie et provoque le calage du moteur après la coupure de la deuxième batterie. Une partie servant à détecter l'entrée d'un conducteur détermine si quelqu'un a pénétré dans le véhicule et émet un signal strident indiquant à l'occupant que le système est armé. Un algorithme détermine si la tension de la batterie a atteint un état minimum de charge permettant de faire démarrer le véhicule sans problèmes et coupe également la batterie une fois que le niveau minimum est atteint. | True |
| 308 | Patent 2933944 Summary - Canadian Patents Database | CA 2933944 | NaN | VEHICLE | VEHICULE | NaN | TERAYAMA, YOSHITO, ANDO, YOSHINORI, TSUKAMOTO, TOSHINORI, NEGORO, MASAKI, FUJIMOTO, YOSHIKAZU, NOGUCHI, MASATOSHI, SAKAGUCHI, YUSUKE | NaN | 2014-12-16 | LAVERY, DE BILLY, LLP | English | HONDA MOTOR CO., LTD. | 38\nCLAIMS\nClaim 1. A\nvehicle\n(10, 10A) in which at least one of\na front wheel (Wf) pair and a rear wheel (Wr) pair thereof\nis driven, comprising:\na left\nelectric\nmotor (22A) connected mechanically to a\nleft\nvehicle\nwheel (LWr, LWf);\na right\nelectric\nmotor (22B) connected mechanically to\na right\nvehicle\nwheel (RWr, RWf);\na generator (14) connected mechanically to an internal\ncombustion engine (12);\nan\nelectrical\nstorage device (24) connected\nelectrically\nto the left\nelectric\nmotor (22A), the right\nelectric\nmotor (22B), and the generator (14); and\na motor controller (26) configured to control motive\npower generated by the left\nelectric\nmotor (22A) and the\nright\nelectric\nmotor (22B);\nwherein, on a basis of an allowable input/output\nelectric\npower of the\nelectrical\nstorage device (24), a\ngenerated\nelectric\npower of the generator (14), and a left\nand right total\nelectric\npower consumed or generated by the\nleft\nelectric\nmotor (22A) and the right\nelectric\nmotor (22B)\ntogether, the motor controller (26) is configured to\ndetermine an allowable\nelectric\npower variation range, which\nis an allowable variation range for the left and right total\nelectric\npower, and then based on a value obtained by\ndividing into equal parts the allowable\nelectric\npower\nvariation range, the motor controller (26) is configured to\nseparately and independently control the motive power of the\nleft\nelectric\nmotor (22A) and the right\nelectric\nmotor (22B).\n39\nClaim 2. The\nvehicle\n(10, 10A) according to claim 1,\nwherein:\nthe allowable input/output\nelectric\npower is an\nallowable input\nelectric\npower, and the allowable\nelectric\npower variation range is an allowable\nelectric\npower\ndecrease range;\nthe\nvehicle\nfurther comprises a charge amount\ncontroller (26) configured to control a charge amount of the\nelectrical\nstorage device (24); and\nthe charge amount controller (26) is configured to\nlower a target value of the charge amount in response to a\ndecrease in the allowable input\nelectric\npower.\nClaim 3. The\nvehicle\n(10, 10A) according to claim 2,\nwherein, assuming that the allowable\nelectric\npower decrease\nrange is represented by TD, the motor controller (26) is\nconfigured to determine the allowable\nelectric\npower\ndecrease range TD by a following inequality:\nTD -X +Y+Z+ L\nwhere X represents the generated\nelectric\npower of the\ngenerator (14), Y represents the left and right total\nelectric\npower, Z represents the allowable input\nelectric\npower, and L represents the consumed\nelectric\npower of an\nauxiliary\nelectrical\ndevice (209) configured to consume\nelectric\npower of the\nelectrical\nstorage device (24).\nClaim 4. The\nvehicle\n(10, 10A) according to claim 2 or\n3, wherein at a time that temperature of the\nelectrical\n40\nstorage device (24) decreases, the charge amount controller\n(26) is configured to lower the target value of the charge\namount of the\nelectrical\nstorage device (24).\nClaim 5. The\nvehicle\n(10, 10A) according to claim 2 or\n3, wherein at a time that temperature of the\nelectrical\nstorage device (24) decreases, the motor controller (26) is\nconfigured to lower a limit value of the left and right\ntotal\nelectric\npower.\nClaim 6. A\nvehicle\n(10, 10A), comprising:\nan\nelectric\nmotor (22A, 22B) connected mechanically to\na wheel (Wf, Wr);\na generator (14) connected mechanically to an internal\ncombustion engine (12);\nan\nelectrical\nstorage device (24) connected\nelectrically\nto the\nelectric\nmotor (22A, 22B) and the\ngenerator (14);\na motive power controller (26) configured to control\nmotive power generated by the\nelectric\nmotor (22A, 22B); and\na motive power adjusting device (26) configured to\nadjust the motive power generated by the\nelectric\nmotor\n(22A, 22B), within a range in which a sign thereof is not\nreversed, at a time that an excessive slip, which is equal\nto or greater than a predetermined slip amount, occurs in\nthe wheel (Wf, Wr);\nwherein:\non a basis of a temperature of the\nelectrical\nstorage\ndevice (24) or an allowable input/output\nelectric\npower of\nthe\nelectrical\nstorage device (24), the motive power\n41\ncontroller (26) is configured to control the motive power\nthat is generated by the\nelectric\nmotor (22A, 22B); and\nthe motive power adjusting device (26) is configured to\nadjust, within a range in which a sign thereof is not\nreversed, but otherwise without limitation, the motive power\ngenerated by the\nelectric\nmotor (22A, 22B). | 2013-260105 | Japan | 2013-12-17 | Cette invention concerne un véhicule (10, 10A) comprenant des moteurs électriques gauche et droit (22A, 22B) électriquement connectés à une batterie (24) et mécaniquement reliés aux roues gauches et droites d'un véhicule respectivement, un générateur de puissance (14) mécaniquement relié à un moteur à combustion interne (12) qui est électriquement connecté à la batterie (24), ladite batterie (24) étant protégée de manière fiable au cours d'une commande en traction et autres opérations de ce type. Deux moteurs électriques, spécifiquement un premier et un second moteur électrique (22A, 22B) sont manipulés provisoirement de manière intégrale afin de déterminer une mesure de réduction de couple (TD) qui est la plage totale de variation de puissance (a) admise des deux moteurs électriques sur la base de la puissance totale droite et gauche (Y), et les puissances motrices respectives du premier et du second moteur électrique (22A, 22B) sont commandées en étant limitées par des valeurs obtenues par simple division en parties égales de la mesure de réduction de couple (TD) déterminée, ce qui permet de protéger de manière fiable la puissance d'entrée/sortie admise (puissance d'entrée admise (Z)) de la batterie (24). | True |
| 309 | Patent 2717040 Summary - Canadian Patents Database | CA 2717040 | NaN | ELECTRICTRACTION SYSTEM AND METHOD | SYSTEME ET PROCEDE DE TRACTION ELECTRIQUE | NaN | BRADLEY, BILL C., DIEHL, JOEL CRAIG, HARRIS, DAN, HARRIS, WARNER ALLEN, HARRIS, WARNER OLAN, NORTMAN, PETER, TURNBOW, WAYNE | 2014-04-22 | 2008-08-08 | KIRBY EADES GALE BAKER | English | CLEAN EMISSIONS TECHNOLOGIES, INC. | CLAIMS:\n1. In a\nvehicle\nwith a manual transmission having a transfer gear accessible\nvia a\npower take off (PTO) port, a retrofit apparatus comprising:\nan\nelectric\ntraction motor-generator (ETMG) mechanically coupled to the\ntransmission transfer gear via a power exchange unit (PXU) through the PTO\nport, the\nETMG\nelectrically\nconnected to a\nbattery\n; and\na controller configured to operate the\nvehicle\nin i) an internal combustion\nengine\nmode (ICE mode), wherein the ICE provides mechanical power via the transfer\ngear and the\nPXU to the ETMG for driving the ETMG as an\nelectric\ngenerator to produce and\nstore an\nelectrical\ncharge in the\nbattery\n, and ii) an\nelectric\ntraction motor mode (ET\nmode), wherein\nthe ICE is powered off, and the stored\nelectrical\ncharge from the\nbattery\nenergizes the\nETMG as an\nelectric\nmotor to provide mechanical power via the transfer gear\nand the PXU\nto the manual transmission for propelling the\nvehicle\n, wherein the controller\nis configured to\nautomatically switch operation of the\nvehicle\nbetween ICE and ET modes, and\nwherein the\ncontroller is configured to automatically switch operation of the\nvehicle\nbetween ICE and\nET modes responsive to predetermined driving and\nbattery\nconditions.\n2. The retrofit apparatus of claim 1, wherein the transmission has an oil pan\nbelow a\nhousing of the transmission, the oil pan being bolted to the housing of the\ntransmission via\noil-pan-bolt-holes in the housing, and wherein the retrofit apparatus\ncomprises:\na bracket bolting the PXU to the housing of the transmission, the bracket\nconfigured\nto fit over the oil pan and encompassing holes configured to align to the oil-\npan-bolt-holes.\n3. The retrofit apparatus of claim 1, wherein the predetermined driving\nconditions\ninclude\nvehicle\nspeed below 18 MPH and a drive train torque condition below\n150 ft. lbs.,\nand the predetermined\nbattery\ncondition includes a state of charge of the\nbattery\nabove 40%.\n38\n4. The retrofit apparatus of claim 1, wherein the predetermined driving\nconditions\ninclude\nvehicle\nspeed below 40 MPH and a drive train torque condition below\n150 ft. lbs.,\nand the predetermined\nbattery\ncondition includes a state of charge of the\nbattery\nabove 30%.\n5. The retrofit apparatus of claim 1, wherein the controller is configured to\nswitch\noperation of the\nvehicle\nto the ICE mode to recharge the\nbattery\nresponsive to\nan input\nindicating that the\nvehicle\nhas a heading toward a geographic zone where ICE\noperation is\nlimited by a regulatory authority.\n6. The retrofit apparatus of claim 1, wherein the controller is configured to\nautomatically switch operation of the\nvehicle\nbetween the ET mode and the ICE\nmode\nresponsive to the\nvehicle\ntraveling at a predetermined\nvehicle\nspeed.\n7. The retrofit apparatus of claim 6, wherein the controller is configured to\nselect the\npredetermined\nvehicle\nspeed of switching in response to receipt of a manual\ninput or a\nmeasurement of a\nvehicle\nload.\n8. The retrofit apparatus of claim 1, wherein the controller is configured to\ndetermine\nvehicle\nload responsive to receipt of a predetermined measurement\nfrom a strain\ngauge or a predetermined pattern of\nvehicle\ntraveling speed.\n9. The retrofit apparatus of claim 8, wherein predetermined pattern of\nvehicle\ntraveling speed includes a measured time between predetermined\nvehicle\nspeeds\nwith the\ntransmission operating in a predetermined shifting gear.\n10. The retrofit apparatus of claim 1, wherein the controller is configured to\nautomatically switch operation of the\nvehicle\nbetween the ICE mode and the ET\nmode\nresponsive to a predetermined torque measured in a drive train of the\nvehicle\n.\n39\n11. The retrofit apparatus of claim 1, wherein the controller is configured to\nautomatically switch operation of the\nvehicle\nbetween the ICE mode and the ET\nmode\nresponsive to a state of charge stored in the\nbattery\n.\n12. The retrofit apparatus of claim 1, wherein the PXU comprises one or more\ngears\nproviding a fixed gear ratio between the transmission transfer gear and the\nETMG, so that\nthe ETMG operates as the\nelectric\ngenerator and the\nelectric\nmotor over\nessentially the same\nspeed range.\n13. The retrofit apparatus of claim 1, wherein a gear ratio between the ETMG\nand\nthe transmission transfer gear is in a range of 2.0:1 to 2.5:1.\n14. The retrofit apparatus of claim 1, wherein the fixed gear ratio is such\nthat for a\nrange of 0 to a predetermined full speed ICE rotation, the ETMG operates in a\nrange of 0-\n4000 RPM. the fixed gear ratio is configured to operate the ETMG in a range of\n0-4000\nRPM in the ICE mode.\n15. The retrofit apparatus of claim 1, wherein the PXU has a torque rating of\nat least\n500 ft-lbs and a speed rating of at least 5000 RPM\n16. The retrofit apparatus of claim 1, wherein the PXU has a torque rating of\nat least\n735 ft-lbs and a speed rating of at least 4500 RPM\n17. The retrofit apparatus of claim 1, wherein the ETMG is permanently coupled\nto\nthe one or more gears of the PXU.\n18. The retrofit apparatus of claim 1, wherein the controller is configured to\ndeliver\nan ICE demand signal to the ICE and an ET demand signal to the ETMG responsive\nto a\nsensed determination of a physical position of an accelerator pedal, the\ncontroller further\nconfigured to modify deliveries of the ICE demand signal and the ET demand\nsignal as a\nfunction of a received signal indicating a shifting gear transitioning state\nof the manual\ntransmission, in order to facilitate a smoother transition between selected\nshifting gears.\n19. The retrofit apparatus of claim 1, wherein the controller is configured to\ndeliver\nan ICE demand signal to the ICE and an ET demand signal to the ETMG responsive\nto a\nsensed determination of a physical position of an accelerator pedal, and\nwherein within a\npredetermined range of physical positions of the accelerator pedal, the\ncontroller is\nconfigured to respond to the physical position of the accelerator pedal for\ngenerating a first\nset of the demand signals, and within another predetermined range of physical\npositions of\nthe accelerator pedal, the controller is configured to respond to the physical\nposition of the\naccelerator pedal for generating a second set of the demand signals, wherein\nthe first set\ncauses the ETMG to generate\nelectrical\npower and the second set causes the\nETMG to\ngenerate mechanical torque.\n20. The retrofit apparatus of claim 1, wherein the\nvehicle\nhas a clutch\ncoupled\nbetween the ICE and the transmission, and the controller is configured to\nswitch to the ICE\nmode from the ET mode according to an automatic sequence that includes i)\nincreasing\nrotational speed of the ICE to at least a predetermined fixed rotational speed\nby generating a\nfixed speed ICE demand signal component in order to match rotational speed of\nthe\ntransmission and ii) engaging the clutch responsive to detecting the\npredetermined ICE\nrotational speed.\n41\n21. The retrofit apparatus of claim 20, wherein the controller is configured\nto\nrespond to a sensed determination of a physical position of an accelerator\npedal and to\noperate in a synchro blending mode after the controller causes the clutch to\nengage, wherein\nin the synchro blending mode the fixed speed ICE demand signal component is\nblended for\na predetermined time with an ICE demand signal component generated by the\ncontroller\nresponsive to the physical position of the accelerator pedal.\n22. The retrofit apparatus of claim 21, wherein the controller is configured\nto\noperate in an ICE control mode after the synchro blending mode, wherein in the\nICE control\nmode the controller generates the ICE demand signal responsive to the physical\nposition of\nthe accelerator pedal position and generates an ET demand signal to control\ncharging of the\nbattery\nby the ETMG, wherein the ET demand signal in the ICE control mode\ndepends on a\nstate of charge of the\nbattery\nand the physical position of the accelerator\npedal position,\nexcept that if the\nbattery\nis below a predetermined state of charge the ET\ndemand signal in\nthe ICE control mode demands at least a fixed amount of charging by the ETMG\nindependently of the accelerator pedal position.\n23. The retrofit apparatus of claim 18, wherein the apparatus includes a\nmanual\nsignaling device on a shift lever of the manual transmission for initiating\nthe shifting gear\ntransitioning signal.\n24. The retrofit apparatus of claim 18, wherein the controller is configured\nto\nrespond to detecting the shifting gear transitioning signal initiated by the\nmanual signaling\ndevice by attenuating a response of the controller to the physical position of\nthe accelerator\npedal for generating the ICE or ET demand signal.\n42 | 61/037,851 | United States of America | 2008-03-19 | Selon l'invention, une unité d'échange de puissance (PXU) est couplée à une transmission manuelle existante d'un véhicule par l'intermédiaire d'un port de prise de force. Un moteur-générateur électrique est couplé à l'unité d'échange de puissance. Une batterie est électriquement couplée au moteur-générateur pour fournir l'énergie afin de propulser le véhicule. Une unité de commande est couplée au moteur-générateur et à la batterie et est configurée pour commuter le fonctionnement du véhicule entre des premier et second modes, dans le premier mode, un moteur à combustion interne du véhicule propulsant le véhicule, et dans le second mode, le moteur-générateur propulsant le véhicule dans un mode de motorisation. | True |
| 310 | Patent 3104018 Summary - Canadian Patents Database | CA 3104018 | NaN | CHARGING SYSTEM FOR DYNAMIC CHARGING OFELECTRICVEHICLES | SYSTEME DE CHARGE PERMETTANT LA RECHARGE DYNAMIQUE DE VEHICULES ELECTRIQUES | NaN | SCHUMACHER, ULI ERICH | NaN | 2019-06-17 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | TOP KA-PROJEKT GMBH | CA 03104018 2020-12-16\nClaims\n1. A charging system (1) for dynamic charging of\nelectric\nvehicles\n(2),\ncomprising at least\none navigation function on at least one mobile device (3) or connectable to a\nnavigation device\n(22), and/or software application (4) installed and executed on at least one\nserver, and a plurality\nof mobile charging\nvehicles\n(5) each having a navigation apparatus (51)\nconfigured to, inter alia,\ntransmit a current position (P5) of each mobile charging\nvehicle\n(5) of the\ncharging system (1) to\nthe software application (4), wherein the software application (4) is\nconfigured to display at least\nthe respective next mobile charging\nvehicle\n(5) on the mobile device (3)\nlocated in an\nelectric\nvehicle\n(2) and, in the case that an\nelectric\nbattery\n(21) of the\nelectric\nvehicle\n(2) is to be charged,\nto transmit a charging request for this\nelectric\nvehicle\n(2) and at least one\ncurrent position (P2) of\nthe\nelectric\nvehicle\n(2) to the displayed mobile charging\nvehicle\n(5), wherein\nthe navigation\napparatus (51) of the charging\nvehicle\n(5) is configured for transmitting\ncoordinates of a suitable\ncommon meeting point (TP) and a suitable meeting time (TZ) for charging the\nbattery\n(21) of the\nelectric\nvehicle\n(2) to the mobile device (3) in the\nelectric\nvehicle\n(2) to\nbe charged on the basis\nof the received charging request, wherein the software application (4) is\nconfigured to convert\nthe meeting point (TP) and meeting time (TZ) into navigation instructions for\na driver of the\nelectric\nvehicle\n(2) to be charged.\n2. The charging system (1) according to claim 1, characterized in that\nthe software application (4) only generates the navigation instructions from\nthe common meeting\npoint (TP) and meeting time (TZ) for the\nelectric\nvehicle\n(2), after a\nconfirmation of the charging\nrequest at the common meeting point (TP) was transmitted to the charging\nvehicle\n(5) via the\nsoftware application (4) and/or an exchange of data between the server and the\nmobile device\nand/or a data storage and/or an exchange of data within the software\napplication at least partially\nusing distributed ledger technology (DLT), in particular a block chain system,\nis carried out.\n3. The charging system (1) according to claim 1 or 2, characterized in that\nthe common meeting point (TP) and the meeting time (TZ) are determined by the\nnavigation\napparatus (51) of the mobile charging\nvehicle\n(5) taking into account at least\none previous route\n(BR) of the\nelectric\nvehicle\n(2) to be charged, wherein the software\napplication (4) transmits the\nprevious route (BR) to the mobile charging\nvehicle\n(5) with the charging\nrequest on the basis of\ncorrespondingly recorded position data.\n4457722\nDate Recue/Date Received 2020-12-16\nCA 03104018 2020-12-16\n21\n4. The charging system (1) according to claim 3, characterized in that the\nsoftware\napplication (4) transmits to the charging\nvehicle\n(5), in addition to the\nprevious route (BR), also\nthe route (GR) planned for the\nelectric\nvehicle\n(2) up to a route destination\n(RZ), and the\nnavigation apparatus (51) of the charging\nvehicle\n(5) takes into account the\nplanned route (GR)\nto calculate the common meeting point (TP) and the meeting time (TZ).\n5. The charging system (1) according to one of the preceding claims 1 to 4,\ncharacterized in\nthat the navigation apparatus (51) of the charging\nvehicle\n(5) automatically\ncalculates the fastest\nroute for the charging\nvehicle\n(5) to the meeting point (TP) and displays it\nin the charging\nvehicle\n(5) as a driving route (FRL).\n6. The charging system (1) according to one of the preceding claims 1 to 5,\ncharacterized in\nthat the navigation apparatus (51) of the charging\nvehicle\n(5) transmits the\ncurrent position (P5)\nof the charging\nvehicle\n(5) at least periodically to the software application\n(4) for a retrieval in\nthe\nelectric\nvehicle\n(2) on a path to the common meeting point (TP).\n7. The charging system (1) according to claim 6, characterized in that the\nsoftware\napplication (4) is configured to display the current position (P5) of the\ncharging\nvehicle\n(5) on\nthe way to the common meeting point (TP) on a navigation display in the\nelectric\nvehicle\n(2).\n8. The charging system (1) according to one of the preceding claims 1 to 7,\ncharacterized in\nthat the software application (4) is configured to display all positions (P5)\nof all charging\nvehicles\n(5) in order to enable a selection of a desired charging\nvehicle\n(5)\nfor charging the\nelectric\nvehicle\n(2).\n9. The charging system (1) according to one of the above claims\ncharacterized in that the\nsoftware application (4) is configured to propose to the charging\nvehicle\n(5)\na meeting point (TP)\nand/or a common meeting time (TZ), which is adopted by the charging\nvehicle\n(5) as common\nmeeting point (TP) and common meeting time (TZ).\n4457722\nDate Recue/Date Received 2020-12-16\nCA 03104018 2020-12-16\n22\n10. The charging system (1) according to one of the above claims 1 to 9,\ncharacterized in that the\ncharging\nvehicle\n(5) has an energy storage or\nbattery\nstorage (52) of more\nthan 300 kWh and at\nleast one DC charging unit (53) and at least one AC charging unit (54).\n11. A method (100) for dynamic charging of\nelectric\ncharging\nvehicles\nin a\ncharging system\naccording to one of the claims 1 to 10 comprising a software application (4)\ninstalled and\nexecuted at least on a mobile device (3) which comprises a navigation function\nor respectively\nconnectable to a navigation device (22), and a plurality of mobile charging\nvehicles\n(5) each\nhaving a navigation apparatus (51), comprising the following steps:\n- transmitting (110) current positions (P5) of each mobile charging\nvehicle\n(5) of the charging\nsystem (1) to the software application (4) by the navigation apparatus (51) of\nthe charging\nvehicle\n(5);\n- displaying (120) at least the respective next mobile charging\nvehicle\n(5)\non the mobile device\n(3) located in an\nelectric\nvehicle\n(2) by the software application;\n- transmitting (130) by the software application a charging request for the\nelectric\nvehicle\n(2) and\nat least one current position (P2) of the\nelectric\nvehicle\n(2) to the\ndisplayed mobile charging\nvehicle\n(5) in the case of an\nelectric\nvehicle\n(2) having an\nelectric\nbattery\n(21) to be charged;\n- transmitting (140) coordinates of a suitable common meeting point (TP)\nand a suitable meeting\ntime (TZ) for charging the\nbattery\n(21) of the\nelectric\nvehicle\n(2) based on\nthe received charging\nrequest to the mobile device (3) in the\nelectric\nvehicle\n(2) to be charged by\nthe navigation\napparatus (51) of the charging\nvehicle\n(5); and\n- Conversion (150) by the software application (4) of meeting point (TP)\nand meeting time (TZ)\ninto navigation instructions for a driver of the\nelectric\nvehicle\nto be\ncharged (2) by the software\napplication (4) for navigation of the\nelectric\nvehicle\n(2) to the common\nmeeting point (TP).\n12. The method (100) according to claim 11, comprising the additional step\nof determining\n(160) the common meeting point (TP) and the meeting time (TZ) taking into\naccount at least one\nprevious route (BR) of the\nelectric\nvehicle\n(2) to be charged from the\nnavigation apparatus (51)\nof the mobile charging\nvehicle\n(5), wherein the software application (4) has\ntransmitted the\nprevious route (BR) to the mobile charging\nvehicle\n(5) together with the\ncharging request on the\nbasis of correspondingly recorded position data.\n4457722\nDate Recue/Date Received 2020-12-16\nCA 03104018 2020-12-16\n23\n13. The method (100) according to claim 12, wherein the software\napplication (4) transmits,\nin addition to the previous route (BR), also the route (GR) planned for the\nelectric\nvehicle\n(2) up\nto a route destination (RZ) to the charging\nvehicle\n(5) and the navigation\napparatus (51) of the\ncharging\nvehicle\n(5) takes into account the planned route (GR) for calculating\n(160) the common\nmeeting point (TP) and the meeting time (TZ).\n14. The method (100) according to one of the claims 11 to 13, comprising\nthe additional step\nof at least periodically transmitting (170) the current position (P5) of the\ncharging\nvehicle\n(5) on\na path to the common meeting point by the navigation apparatus (51) to the\nsoftware application\n(4) for a retrieval in the\nelectric\nvehicle\n(2).\n15. The method (100) according to claim 14, comprising the additional step\nof displaying\n(180) the current position (P5) of the charging\nvehicle\n(5) on its way to the\ncommon meeting\npoint (TP) by the software application (4) on a navigation display in the\nelectric\nvehicle\n(2).\n16. The method (100) according to one of the claims 11 to 15, wherein the\nsoftware\napplication (4) displays all positions (P5) of all charging\nvehicles\n(5) to\nenable selection of a\ndesired charging\nvehicle\n(5) for charging the\nelectric\nvehicle\n(2), followed\nby selecting (190) one\nof the displayed charging\nvehicles\n(5) as the charging\nvehicle\n(5) for\ncharging the\nbattery\n(21) of\nthe\nelectric\nvehicle\n(2).\n17. A data storage product (10) having a software application (4) stored on\nthe data storage\nproduct (10), suitable for executing the steps of the method (100) relating to\nthe software\napplication (4) according to one of the claims 11 to 16.\n4457722\nDate Recue/Date Received 2020-12-16 | 10 2018 114 593.4 | Germany | 2018-06-18 | L'invention concerne un système de charge (1) permettant la recharge dynamique de véhicules électriques (2) et comprenant une application logicielle (4) au moins installée et exécutée sur au moins un appareil mobile (3) doté d'une fonction de navigation ou pouvant être connecté à un appareil de navigation (22), et/ou sur au moins un serveur, et une pluralité de véhicules de charge mobiles (5) munis chacun d'un dispositif de navigation (51) qui est entre autres conçu pour communiquer à l'application logicielle (4) une position instantanée (P5) de chaque véhicule de charge mobile (5) du système de charge (1). L'application logicielle (4) est conçue pour afficher sur l'appareil mobile (3) se trouvant dans un véhicule électrique (2) au moins le véhicule de charge mobile (5) le plus proche et pour, si une batterie électrique (21) du véhicule électrique (2) doit être rechargée, adresser au véhicule de charge mobile (5) une demande de charge pour ledit véhicule électrique (2) ainsi qu'au moins une position instantanée (P2) du véhicule électrique (2). Le dispositif de navigation (51) du véhicule de charge (5) est conçu pour, sur la base de la demande de charge reçue, communiquer à l'appareil mobile (3) du véhicule électrique (2) à recharger les coordonnées d'un point de rencontre (TP) commun approprié et une heure de rencontre (TZ) appropriée pour recharger la batterie électrique (21) du véhicule électrique (2). L'application logicielle (4) est conçue pour convertir le point de rencontre (TP) et l'heure de rencontre (TZ) en instructions de navigation pour le conducteur du véhicule électrique (2) à recharger. | True |
| 311 | Patent 2697015 Summary - Canadian Patents Database | CA 2697015 | NaN | SYSTEM AND METHOD FOR TRANSFERRINGELECTRICALPOWER BETWEEN GRID ANDVEHICLE | SYSTEME ET PROCEDE POUR TRANSFERER DE L'ENERGIE ELECTRIQUE ENTRE RESEAU ELECTRIQUE ET VEHICULE | NaN | BOGOLEA, BRADLEY D., BOYLE, PATRICK J. | NaN | 2007-07-26 | DEETH WILLIAMS WALL LLP | English | SILVER SPRING NETWORKS, INC. | CLAIMS\nWe claim:\n1. A system for transferring\nelectrical\npower between a grid and at least\none\nvehicle\n, the system comprising:\n(a) a user module and\n(b) a communication network connecting the user module to the grid and\nto the\nvehicle\n.\n2. The system of claim 1, wherein the grid is a Smart Grid.\n3. The system of claim 1, wherein the\nvehicle\nis a\nBattery\nElectric\nVehicle\n(BEV).\n4. The system of claim 1, wherein the\nvehicle\nis a Plug-in Hybrid\nElectric\nVehicle\n(PHEV).\n5. The system of claim 1, wherein the\nvehicle\nis a Fuel Cell\nVehicle\n(FCV).\n6. The system of claim 1, wherein the communication network comprises\nof Communication Over Power Line (COPL), Bluetooth, IEEE 802.15.4,\nZigBee, cellular wireless network or IP based computer network.\n7. The system of claim 6, wherein the communication network uses at\nleast one communication protocol comprising of BACnet, LonWorks,\nOpenWay, OpenAMI, SmartGrid, ZigBee or AMI profile.\n8. The system of claim 1, wherein the user module is capable of\ncommunicating directly with at least one of: utility meter,\nvehicle\n,\ncomputer, Personal Digital Assistant (PDA) and grid.\n18\n9. The system of claim 1, wherein the user module is capable of\nexchanging information with at least one utility company.\n10. The system of claim 9, wherein the information comprises cost of\nelectrical\npower, energy supply information, control information, status\ninformation and user notifications.\n11. The system of claim 10, wherein the control information further\ncomprises of type of the\nvehicle\n,\nbattery\ncapacity of the\nvehicle\n,\ngenerator size, fuel cell size, available fuel, available charge and\noperating mode of the\nvehicle\n.\n12. The system of claim 11, wherein operating mode of the\nvehicle\ncomprises of\nelectrical\npower regulation mode and\nelectrical\npower\ngeneration mode.\n13. The system of claim 1, wherein the user module is capable of\nidentifying the absolute geographical location of the\nvehicle\n.\n14. The system of claim 13, wherein the absolute geographical location of\nthe\nvehicle\nis identified using a Global Positioning System (GPS).\n15. The system of claim 13, wherein the absolute geographical location of\nthe\nvehicle\nis determined by extrapolating a relative geographical\nlocation with respect to a known geographical location.\n16. The system of claim 15, wherein the known geographical location is\ndetermined by use of a utility meter.\n17. The system of claim 1, wherein the user module is further connected\nto a fuel source.\n19\n18. The system of claim 1, wherein the user module further comprises:\n(a) a bi-directional outlet type\nelectrical\ninterface;\n(b) a processing unit;\n(c) a sensor module;\n(d) a control module;\n(e) a memory module and\n(f) power source.\n19. The system of claim 18, wherein the bi-directional outlet type\nelectrical\ninterface is connected to a switch.\n20. The system of claim 19, wherein the switch is integrated into a utility\nmeter.\n21. The system of claim 19, wherein the switch comprises of relay or\ncircuit breaker.\n22. The system of claim 19, wherein the switch is remotely controlled.\n23. The system of claim 19, wherein the switch is locally controlled.\n24. The system of claim 19, wherein the switch is capable of\nelectrically\nisolating a building from the grid.\n25. The system of claim 19, wherein the switch is capable of\nelectrically\nisolating a\nvehicle\nfrom the grid.\n26. The system of claim 18, wherein the bi-directional outlet type\nelectrical\ninterface is capable of connecting to the\nelectrical\nwiring of a\nbuilding.\n27. The system of claim 26, wherein the connection between the bi-\ndirectional outlet type\nelectrical\ninterface and the\nelectrical\nwiring of the\nbuilding is hardwired.\n28. The system of claim 26, wherein the connection between the bi-\ndirectional outlet type\nelectrical\ninterface and the\nelectrical\nwiring of the\nbuilding is through a standard 110V / 220V outlet.\n29. The system of claim 18, wherein the bi-directional outlet type\nelectrical\ninterface is capable of receiving an\nelectrical\nconnection from\nthe\nvehicle\n.\n30. The system of claim 29, wherein the\nelectrical\nconnection from the\nvehicle\nis received through a standard 110V / 220V outlet.\n31. The system of claim 18, wherein the bi-directional outlet type\ninterface is capable of determining the type of\nvehicle\n.\n32. The system of claim 31, wherein the determination of\nvehicle\ntype is\ncarried out by at least one of the approaches comprising of load signature\nanalysis, power factor measurement and RFID.\n33. The system of claim 32, wherein load signature analysis further\ncomprises of power factor analysis, current draw and harmonic analysis.\n34. The system of claim 18, wherein the bi-directional outlet type\nelectrical\ninterface is capable of monitoring\nelectrical\nparameters.\n35. The system of claim 34, wherein the\nelectrical\nparameters comprise of\npower in, power out, voltage, frequency and power factor.\n36. The system of claim 18, wherein the processing unit further comprises\na control logic.\n37. A method for transferring\nelectrical\npower between a grid and at least\none\nvehicle\n, the method comprising:\n21\n(a) supplying\nelectrical\npower to the\nvehicle\n;\n(b) regulating the\nelectrical\npower and\n(c) acquiring\nelectrical\npower from the\nvehicle\n.\n38. The method of claim 37, wherein the step of supplying\nelectrical\npower to the\nvehicle\nfurther comprises charging a\nbattery\nof the\nvehicle\n.\n39. The method of claim 37, wherein the step of acquiring\nelectrical\npower from the\nvehicle\nfurther comprises discharging a\nbattery\nof the\nvehicle\n.\n40. The method of claim 37, wherein the\nvehicle\nis a\nBattery\nElectric\nVehicle\n(BEV).\n41. The method of claim 38, further comprising the step of maintaining a\nconfigurable minimum level of charge in the\nbattery\nof the\nvehicle\n.\n42. The method of claim 37, wherein the\nvehicle\nis a Plug-in Hybrid\nElectric\nVehicle\n(PHEV).\n43. The method of claim 37, wherein the\nvehicle\nis a Fuel Cell\nVehicle\n(FCV).\n44. The method of claim 37, wherein\nelectrical\npower to the\nvehicle\nis\nsupplied by an external fuel.\n45. The method of claim 44, wherein the external fuel comprises of\nnatural gas.\n46. The method of claims 37, further comprising the step of maintaining a\nconfigurable minimum level of external fuel in the\nvehicle\n.\n47. The method of claim 37, wherein the grid is a Smart Grid.\n22\n48. The method of claim 37, wherein the steps of:\n(a) supplying\nelectrical\npower to the\nvehicle\nand\n(c) acquiring\nelectrical\npower from the\nvehicle\nare performed to provided a definite number of kWh for a specified time\nperiod.\n49. The method of claim 48, wherein the definite number of kWh are\nselected by a utility company.\n50. The method of claim 48, wherein the specified time period is the peak\nelectrical\npower usage period.\n51. The method of claim 37, wherein the steps of:\n(a) supplying\nelectrical\npower to the\nvehicle\n;\n(b) regulating the\nelectrical\npower and\n(c) acquiring\nelectrical\npower from the\nvehicle\nare controlled by a control logic.\n52. The method of claim 51, wherein the control logic is integrated into a\nprocessing unit.\n53. The method of claim 51, wherein the control logic is capable of\nentering into an idling mode.\n54. The method of claim 51, wherein the control logic is capable of\nentering into a debugging mode.\n55. The method of claim 51, wherein the control logic performs the step\nof\n(b) regulating the\nelectrical\npower\n23\nwhen the\nvehicle\nis connected to the grid.\n56. The method of claim 51, wherein the control logic performs the step\nof\n(b) regulating the\nelectrical\npower\nwhen the Area Control Error (ACE) exceeds a predefined range.\n57. The method of claim 56, wherein the predefined range is set by a user.\n58. The method of claim 56, wherein the predefined range is set by a\nutility company.\n59. The method of claim 51, wherein the control logic performs the step\nof\n(b) regulating the\nelectrical\npower\nfor a definite time period.\n60. The method of claim 59, wherein the definite time period is set by a\nutility company.\n61. The method of claim 51, wherein the control logic performs the step\nof\n(c) acquiring\nelectrical\npower from the\nvehicle\nupon occurrence of a brownout event.\n62. The method of claim 51, wherein the control logic performs the step\nof\n24\n(c) acquiring\nelectrical\npower from the\nvehicle\nupon occurrence of a blackout event.\n63. The method of claim 51, wherein the control logic performs the step\nof\n(c) acquiring\nelectrical\npower from the\nvehicle\nwhen cost of acquiring\nelectrical\npower from the\nvehicle\nis less than cost\nof acquiring\nelectrical\npower from the grid.\n64. The method of claim 63, wherein the cost of acquiring\nelectrical\npower from the\nvehicle\nincludes cost of supplying\nelectrical\npower to the\nvehicle\nand fatigue cost.\n65. The method of claim 37, wherein the steps of :\n(a) supplying\nelectrical\npower to the\nvehicle\n;\n(b) regulating the\nelectrical\npower and\n(c) acquiring\nelectrical\npower from the\nvehicle\nare compensated by a utility company.\n66. The method of claim 37, wherein the steps of :\n(a) supplying\nelectrical\npower to the\nvehicle\n;\n(b) regulating the\nelectrical\npower and\n(c) acquiring\nelectrical\npower from the\nvehicle\nare performed cyclically. | NaN | NaN | NaN | La présente invention concerne un système pour transférer de l'énergie électrique entre un réseau électrique et au moins un véhicule. Le véhicule peut être un Véhicule Electrique à Batterie (BEV), un Véhicule Electrique Hybride Rechargeable (PHEV) ou un Véhicule à Pile à Combustible (FCV). Le type de véhicule sera reconnu et commandé par le système pour supporter une gestion d'énergie de réponse à la demande et côté alimentation. La reconnaissance du véhicule peut être réalisée par une analyse de signature de charge, une mesure de facteur de puissance ou des techniques d'identification par radiofréquence (RFID). Dans un mode de réalisation de l'invention, le réseau électrique est un réseau électrique intelligent. La présente invention concerne ici un procédé pour faciliter un transfert d'énergie électrique entre le réseau électrique et le véhicule. | True |
| 312 | Patent 2314002 Summary - Canadian Patents Database | CA 2314002 | NaN | SYSTEM FOR AFTER-RUN HEATING OF AVEHICLEINTERIOR | SYSTEME DE CHAUFFAGE INTERIEUR DE VEHICULE APRES L'ARRET DU MOTEUR | NaN | PERHATS, FRANK J., SR. | 2005-03-15 | 2000-07-06 | RICHES, MCKENZIE & HERBERT LLP | English | PERHATS, FRANK J., SR. | Claims:\n1. In a\nvehicle\nof the type having an engine compartment and a passenger\ncompartment, an engine cooled by a liquid coolant which is circulated by a\nwater pump\nthrough the engine, a heating conduit and a heater core, a\nvehicle\nelectrical\nsystem including a\nbattery\n, a heater fan in the passenger compartment for circulating air through\nthe heater core\nand into the passenger compartment, the improvement comprising an after-run\nheating system\nfor continuing heating of the passenger compartment after the engine has been\nshut off,\ncomprising:\na first control circuit located in the engine compartment of the\nvehicle\n;\nan auxiliary pump disposed in the heating conduit and controlled by the first\ncontrol\ncircuit for pumping heated engine coolant through the heater core of the\nvehicle\nafter the\nengine has been turned off; and\na second control circuit located in the passenger compartment of the\nvehicle\nfor\ncontrolling operation of the heater fan after the engine has been turned off,\nsaid first and\nsecond control circuits being free of mechanical,\nelectrical\nor\nelectromagnetic interconnection\ntherebetween.\n2. The after-run heating system of claim 1 wherein the first and second\ncontrol circuits\nare powered by the\nvehicle\nelectrical\nsystem's\nbattery\n.\n3. The after-run heating system of claim 2 wherein the first control circuit\nincludes a\nthermostat for sensing the temperature of the heated engine coolant and\ndisconnecting the\nauxiliary pump from the\nbattery\nwhen said coolant temperature falls below a\npredetermined\nlevel.\n4. The after-run heating system of claim 3 wherein the second control circuit\nincludes a\nthermostat which senses the temperature of the air being blown into the\npassenger compartment\nand disconnects the\nbattery\nfrom the heater fan when said air temperature\nfalls below a\npredetermined level.\n5. The after-run heating system of claim 1 further including means for\nactivating the\nfirst control circuit immediately after the engine is turned off.\n6. The after-run heating system of claim 5 wherein said means for activating\nthe first\ncircuit is a single-pole, single-throw relay which is deactivated upon removal\nof an ignition-on\nonly power source.\n7. The after-run heating system of claim 1 further including means for\nactivating the\n10\nsecond circuit immediately after the engine is turned off.\n8. The after-run heating system of claim 7 wherein said means for activating\nthe second\ncircuit comprises a first single-pole, single-throw relay which is deactivated\nupon removal of\nan ignition-on only power source.\n9. The after-run heating system of claim 8 wherein said means for activating\nthe second\ncircuit further comprises a second single-pole, single-throw relay that is\nenergized by the\nvehicle\nbattery\nupon deenergization of said first single-pole, single-throw\nrelay, the\nenergization being effective to place the second control circuit between the\nvehicle\nbattery\nand\nthe heater fan.\n10. The after-run heating system of claim 1 wherein\nat least one of the first or second circuits includes a timer for limiting the\nmaximum duration of\noperation of said circuits.\n11. The after-run heating system of claim 1 further comprising an auxiliary\nbattery\nconnected in parallel with said\nvehicle\nelectrical\nsystem\nbattery\n.\n12. In a\nvehicle\nof the type having an engine compartment and a passenger\ncompartment, an engine cooled by a liquid coolant which is circulated by a\nwater pump\nthrough the engine, a heating conduit and a heater core, a\nvehicle\nelectrical\nsystem including a\nbattery\n, a heater fan in the passenger compartment for circulating air through\nthe heater core\nand into the passenger compartment, the improvement comprising an after-run\nheating system\nfor continuing heating of the passenger compartment after the engine has been\nshut off,\ncomprising\na first control circuit located in the engine compartment of the\nvehicle\n;\nan auxiliary pump disposed in the heating conduit and controlled by the first\ncontrol\ncircuit for pumping heated engine coolant through the heater core of the\nvehicle\nafter the\nengine has been turned off;\nan auxiliary heater fan and motor for driving said fan disposed in the\npassenger\ncompartment; and\na second control circuit located in the passenger compartment of the\nvehicle\nfor\ncontrolling operation of the auxiliary heater fan after the engine has been\nturned off, said first\nand second control circuits being free of mechanical,\nelectrical\nor\nelectromagnetic\ninterconnection therebetween.\n11 | NaN | NaN | NaN | Un système permettant de continuer à chauffer l'habitacle d'un véhicule après que le moteur qui est à l'origine du chauffage du véhicule a été éteint. Le système comprend un premier circuit de commande situé dans le compartiment moteur du véhicule, qui continue à pomper du liquide refroidissement du moteur chauffé, pour lui faire traverser le radiateur de chauffage du véhicule après que le moteur a été éteint. Un second circuit de commande, situé dans l'habitacle du véhicule, continue à faire fonctionner le ventilateur de chauffage qui souffle de l'air qui traverse le radiateur de chauffage pour parvenir à l'habitacle après que le moteur a été éteint. Des thermostats de chacun des circuits servent à déconnecter la batterie lorsque la température du liquide de refroidissement n'est plus efficace pour le chauffage de l'habitacle. Les premier et second circuits de commande ne présentent aucune interconnexion mécanique, électrique ou électromagnétique. | True |
| 313 | Patent 3227369 Summary - Canadian Patents Database | CA 3227369 | NaN | HIGH-AVAILABILITY LOW-IMPACTVEHICLECHARGER | CHARGEUR DE VEHICULE A FAIBLE IMPACT ET A HAUTE DISPONIBILITE | NaN | SEROFF, NICHOLAS, SHIBLY, TABISH, STEELE, RICHARD, LAVU, RAVI | NaN | 2022-07-29 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | FREEWIRE TECHNOLOGIES, INC. | WO 2023/009784\nPCT/US2022/038802\nWHAT IS CLAIMED IS:\n1. A charging apparatus for charging a\nvehicle\n, comprising:\na\nbattery\npack comprising a plurality of individual\nbatteries\n;\na power input port configured to receive input\nelectrical\npower from a power\nsource,\nwherein the input\nelectrical\npower is received at a first wattage;\na power input circuit configured to provide direct current (DC) power to\ncharge groups\nof\nbatteries\nin the plurality of individual\nbatteries\nusing power received at\nthe power input port;\na power conversion circuit configured to provide a charging current as a DC\noutput of\nat least one group of\nbatteries\n;\na coupling configured to receive the charging current and provide an\nelectrical\ninterconnect between the charging apparatus and the\nvehicle\nin order to\nprovide the charging\ncurrent to the\nvehicle\n; and\na processing circuit configured to control the power conversion circuit to\nprovide the\ncharging current at a second wattage greater than the first wattagc.\n2. The charging apparatus of claim 1, wherein:\nthe input\nelectrical\npower comprises alternating current (AC) input power from\nan AC\npower source; and\nthe processing circuit is further configured to limit an input power level of\nthe AC input\npower to the first wattage.\n3. The charging apparatus of claim 2, wherein the processing circuit is\nconfigured to\nselectively limit the input power level of the AC input power to a first value\nof the first wattage\nat a first time and to a second value of the first wattage at a second time\nbased upon total\ndemand levels for the AC power source at each of the first and second times.\n4. The charging apparatus of claim 3, wherein:\nthe second value of the first wattage is zero kilowatts; and\nthe processing circuit is configured to control the power input circuit to\ndisconnect the\nbattery\npack from the input\nelectrical\npower at the second time.\n27\nCA 03227369 2024- 1- 29\nWO 2023/009784\nPCT/US2022/038802\n5. The charging apparatus of claim 1, wherein:\nthe input\nelectrical\npower comprises alternating current (AC) input power from\nan AC\npower source; and\nthe power input circuit comprises an AC-to-DC conversion circuit configured to\nprovide the DC power to charge the groups of\nbatteries\nby converting the AC\ninput power to\nthe DC power.\n6. The charging apparatus of claim 1, wherein the first wattage is no more\nthan 30\nkilowatts and the second wattage is at least 120 kilowatts.\n7. The charging apparatus of claim 1, wherein:\nthe input\nelectrical\npower comprises DC input power from a DC power source;\nthe charging apparatus further comprises an inverter circuit configured to\nconvert the\nDC input power to alternating current (AC) power; and\nthe power input circuit comprises an AC-to-DC conversion circuit configured to\nprovide the DC power to charge the groups of\nbatteries\nby converting the AC\npower to the DC\npower.\n8. The charging apparatus of claim 1, wherein:\nthe input\nelectrical\npower comprises DC input power from a DC power source;\nand\nthe charging apparatus further comprises a power conditioning circuit\nconfigured to\nreceive the DC input power from the power input port and to provide a\nconditioned DC input\ncurrent to the power input circuit in order to charge the groups of\nbatteries\nin the plurality of\nindividual\nbatteries\n.\n9. The charging apparatus of claim 1, wherein the processing circuit is\nconfigured to\ncontrol the charging current by configuring the at least one group of\nbatteries\nto provide a\ndesired current level for the charging current.\n10. The charging apparatus of claim 1, wherein the processing circuit is\nconfigured to\ncontrol the charging current by controlling the power conversion circuit to\nprovide the charging\ncurrent at a desired voltage level.\n28\nCA 03227369 2024- 1- 29\nWO 2023/009784 PC\nT/US2022/038802\n11 . The charging apparatus of claim 1, wherein the power conversion\ncircuit is configured\nto condition the DC output of the at least one group of\nbatteries\nto provide\nthe charging\ncurrent.\n12. The charging apparatus of claim 1, further comprising:\na temperature control element configured to maintain an internal temperature\nof the\ncharging apparatus below a maximum thermal operating limit defined for the\nbattery\npack.\n13. A method for providing a charging apparatus for charging\nvehicles\n,\ncomprising:\nproviding a\nbattery\npack comprising a plurality of individual\nbatteries\n;\nconfiguring a power input port to receive input\nelectrical\npower from a power\nsource,\nwherein the input\nelectrical\npower is received at a first wattage;\nconfiguring a power input circuit to provide direct current (DC) power to\ncharge groups\nof\nbatteries\nin the plurality of individual\nbatteries\nusing power received at\nthe power input port;\ncoupling the\nbattery\npack to a power conversion circuit configured to\nconfigured to\nprovide a charging current as a DC output of at least one group of\nbatteries\n;\nconnecting the power conversion circuit to the\nvehicle\nto provide the charging\ncurrent\nto the\nvehicle\nvia a coupling configured to receive the charging cun-ent and\nto provide an\nelectrical\ninterconnect between the charging apparatus and the\nvehicle\n; and\nconfiguring processing circuit of the charging apparatus to control the power\nconversion circuit to provide the charging current at a second wattage greater\nthan the first\nwattage.\n14. The method of claim 13, wherein the input\nelectrical\npower comprises\nalternating\ncurrent (AC) input power froin an AC power source, and further comprising:\nconfiguring processing circuit of the charging apparatus to control the power\ninput\ncircuit to limit an input power level of the AC input power to the first\nwattage.\n15. The inethod of claiin 14, wherein the processing circuit is configured\nto selectively limit\nthe input power level of the AC input power to a first value of the first\nwattage at a first time\nand to a second value of the first wattage at a second time based upon total\ndemand levels for\nthe AC power source at each of the first and second times.\n29\nCA 03227369 2024- 1- 29\nWO 2023/009784\nPCT/US2022/038802\n16. The method of claim 15, wherein:\nthe second vahie of the first wattage is zero kilowatts; and\nthe processing circuit is configured to control the power input circuit to\ndisconnect the\nbattery\npack from the input\nelectrical\npower at the second time.\n17. The method of claim 13, wherein:\nthe input\nelectrical\npower comprises alternating culTent (AC) input power from\nan AC\npower source; and\nthe power input circuit comprises an AC-to-DC conversion circuit configured to\nprovide the DC power to charge the groups of\nbatteries\nby converting the AC\ninput power to\nthe DC power.\n18. The method of claim 13, wherein the first wattage is no rnore than 30\nkilowatts and the\nsecond wattage is at least 120 kilowatts.\n19. The method of claim 13, wherein the input\nelectrical\npower comprises DC\ninput power\nfrom a DC power source, and further comprising:\nconfiguring an inverter circuit to convert the DC input power to alternating\ncurrent (AC)\npower and provide the AC power to the power input circuit,\nwherein the power input circuit comprises an AC-to-DC conversion circuit\nconfigured\nto provide the DC power to charge the groups of\nbatteries\nby converting the AC\npower to the\nDC power.\n20. The method of claim 13, wherein the input\nelectrical\npower comprises DC\ninput power\nfrom a DC power source, and further comprising:\nconfiguring a power conditioning circuit to receive the DC input power from\nthe power\ninput port and to provide a conditioned DC input current to the power input\ncircuit in order to\ncharge the groups of\nbatteries\nin the plurality of individual\nbatteries\n.\n21. The method of claim 13, wherein the processing circuit is configured to\ncontrol the\npower conversion circuit to provide the charging current by configuring the at\nleast one group\nof\nbatteries\nto provide a desired current level for the charging current.\nCA 03227369 2024- 1- 29\nWO 2023/009784\nPCT/US2022/038802\n22. The method of claim 13, wherein the processing circuit is configured to\ncontrol the\npower conversion circuit to provide the charging current by controlling the\npower conversion\ncircuit to provide the charging current at a desired voltage level.\n23. The method of claim 13, wherein the power conversion circuit is\nconfigured to\ncondition the DC output of the at least one group of\nbatteries\nto provide the\ncharging current.\n24. The method of claim 13, further comprising:\nconfiguring a temperature control element within the charging apparatus to\nmaintain an\ninternal temperature of the charging apparatus below a maximum thermal\noperating limit\ndefined for the\nbattery\npack.\n31\nCA 03227369 2024- 1- 29 | 63/227,918 | United States of America | 2021-07-30 | L'invention concerne un appareil de charge de véhicule, qui peut comprendre un bloc-batterie comprenant une pluralité de batteries individuelles, un port d'entrée de puissance recevant de l'énergie électrique à une première puissance, un circuit de conversion CA-CC configuré pour fournir une puissance CC afin de charger des groupes de batteries parmi la pluralité de batteries individuelles, un circuit de conversion de puissance configuré pour conditionner une sortie CC d'au moins un groupe de batteries afin de fournir une sortie de courant de charge à un véhicule par l'intermédiaire d'un couplage, et un circuit de traitement configuré pour commander le circuit de conversion de puissance afin qu'il fournisse le courant de charge à une seconde puissance supérieure à la première puissance. La première puissance peut être limitée de manière active ou inhérente à un niveau inférieur à la seconde puissance afin de fournir une charge CC rapide avec une entrée de puissance limitée. | True |
| 314 | Patent 2410217 Summary - Canadian Patents Database | CA 2410217 | NaN | BATTERYFOR A CHILDREN'S RIDE-ONVEHICLE | BATTERIE POUR VOITURE D'ENFANT A PEDALE | NaN | CROFUT, CHUCK J., BIENZ, BRIAN L. | 2009-03-31 | 2001-05-31 | SMART & BIGGAR | English | MATTEL, INC. | The embodiments of the invention in which an exclusive property or privilege\nis claimed\nare defined as follows:\n1. A\nbattery\nfor a children's ride-on\nvehicle\n, the\nbattery\ncomprising:\na sealed housing;\na plurality of cells sealed within the housing and\nelectrically\nconnected\ntogether;\na non-resettable fuse sealed within the housing and\nelectrically\nconnected\nwith the plurality of cells; and\na resettable circuit breaker sealed within the housing and\nelectrically\nconnected with the plurality of cells.\n2. The\nbattery\nof claim 1, wherein the circuit breaker is adapted to\nautomatically reset.\n3. The\nbattery\nof claim 1, wherein the circuit breaker is adapted to be\nreset manually by a user.\n4. The\nbattery\nof claim 3, wherein the\nbattery\nincludes a manual reset\naccessible by the user external to the housing and in communication with the\ncircuit\nbreaker sealed within the housing.\n5. The\nbattery\nof any one of claims 1-4, wherein the circuit breaker is\nconnected in series with the plurality of cells.\n6. The\nbattery\nof claim 5, wherein the circuit breaker is connected\nbetween a pair of the plurality of cells.\n7. The\nbattery\nof claim 5, wherein the circuit breaker is connected in\nseries with a pair of the plurality of cells and is external to the pair of\nthe plurality of\ncells.\n8\n8. The\nbattery\nof claim 1, wherein the circuit breaker is adapted to\nactuate if the sustained current drawn from the\nbattery\nexceeds a first\nthreshold, and the\nfuse is adapted to actuate if the sustained current drawn from the\nbattery\nexceeds a\nsecond threshold greater than the first threshold.\n9. The\nbattery\nof claim 1, wherein the fuse is connected in series with\nthe plurality of cells.\n10. The\nbattery\nof claim 9, wherein the fuse is connected between a\npair of the plurality of cells.\n11. The\nbattery\nof claim 1, wherein the non-resettable fuse is non-\nremovable.\n12. The\nbattery\nof any one of claims 1-11, in combination with a\nchildren's ride-on\nvehicle\nhaving at least one motor adapted to be powered by\nthe\nbattery\nto drive the rotation of at least one of a plurality of wheels.\n13. A\nbattery\nfor a children's ride-on\nvehicle\n, the\nbattery\ncomprising:\na sealed housing;\na plurality of cells sealed within the housing and\nelectrically\nconnected\ntogether; and\na non-resettable and non-removable fuse sealed within the housing and\nelectrically\nconnected with the plurality of cells.\n14. The\nbattery\nof claim 13, further comprising a circuit breaker\nelectrically\nconnected with the plurality of cells.\n15. The\nbattery\nof claim 14, wherein the circuit breaker is adapted to\nactuate if the sustained current drawn from the\nbattery\nexceeds a first\nthreshold, and the\n9\nfuse is adapted to actuate if the sustained current drawn from the\nbattery\nexceeds a\nsecond threshold greater than the first threshold.\n16. The\nbattery\nof claim 14 or 15, wherein the circuit breaker is\nconnected in series with the plurality of cells.\n17. The\nbattery\nof claim 16, wherein the circuit breaker is connected\nbetween a pair of the plurality of cells.\n18. The\nbattery\nof claim 14, wherein the circuit breaker is adapted to\nbe reset manually by a user.\n19. The\nbattery\nof claim 14, wherein the circuit breaker is adapted to\nautomatically reset.\n20. The\nbattery\nof any one of claims 13-19, in combination with a\nchildren's ride-on\nvehicle\nhaving at least one motor adapted to be powered by\nthe\nbattery\nto drive the rotation of at least one of a plurality of wheels. | 09/585,677 | United States of America | 2000-06-01 | L'invention porte sur une batterie améliorée destinée à une voiture (10) d'enfant à pédale. La batterie comprend un corps étanche (28) contenant un coupe-circuit interne (60) qui coupe le flux d'énergie de la batterie (44) à un ou plusieurs moteurs (30) du véhicule lors de la mise en route. A l'arrêt, le coupe-circuit (60) se remet automatiquement à zéro pour rétablir le circuit électrique raccordant la batterie (44) et le ou les moteurs (30) du véhicule. En variante, la batterie (44) peut avoir une remise à zéro manuelle qui est accessible depuis l'extérieur du corps (28). La batterie (44), en outre, peut éventuellement avoir un fusible un-coup interne la protégeant de toute panne éventuelle. | True |
| 315 | Patent 2410217 Summary - Canadian Patents Database | CA 2410217 | NaN | BATTERYFOR A CHILDREN'S RIDE-ONVEHICLE | BATTERIE POUR VOITURE D'ENFANT A PEDALE | NaN | CROFUT, CHUCK J., BIENZ, BRIAN L. | 2009-03-31 | 2001-05-31 | SMART & BIGGAR | English | MATTEL, INC. | The embodiments of the invention in which an exclusive property or privilege\nis claimed\nare defined as follows:\n1. A\nbattery\nfor a children's ride-on\nvehicle\n, the\nbattery\ncomprising:\na sealed housing;\na plurality of cells sealed within the housing and\nelectrically\nconnected\ntogether;\na non-resettable fuse sealed within the housing and\nelectrically\nconnected\nwith the plurality of cells; and\na resettable circuit breaker sealed within the housing and\nelectrically\nconnected with the plurality of cells.\n2. The\nbattery\nof claim 1, wherein the circuit breaker is adapted to\nautomatically reset.\n3. The\nbattery\nof claim 1, wherein the circuit breaker is adapted to be\nreset manually by a user.\n4. The\nbattery\nof claim 3, wherein the\nbattery\nincludes a manual reset\naccessible by the user external to the housing and in communication with the\ncircuit\nbreaker sealed within the housing.\n5. The\nbattery\nof any one of claims 1-4, wherein the circuit breaker is\nconnected in series with the plurality of cells.\n6. The\nbattery\nof claim 5, wherein the circuit breaker is connected\nbetween a pair of the plurality of cells.\n7. The\nbattery\nof claim 5, wherein the circuit breaker is connected in\nseries with a pair of the plurality of cells and is external to the pair of\nthe plurality of\ncells.\n8\n8. The\nbattery\nof claim 1, wherein the circuit breaker is adapted to\nactuate if the sustained current drawn from the\nbattery\nexceeds a first\nthreshold, and the\nfuse is adapted to actuate if the sustained current drawn from the\nbattery\nexceeds a\nsecond threshold greater than the first threshold.\n9. The\nbattery\nof claim 1, wherein the fuse is connected in series with\nthe plurality of cells.\n10. The\nbattery\nof claim 9, wherein the fuse is connected between a\npair of the plurality of cells.\n11. The\nbattery\nof claim 1, wherein the non-resettable fuse is non-\nremovable.\n12. The\nbattery\nof any one of claims 1-11, in combination with a\nchildren's ride-on\nvehicle\nhaving at least one motor adapted to be powered by\nthe\nbattery\nto drive the rotation of at least one of a plurality of wheels.\n13. A\nbattery\nfor a children's ride-on\nvehicle\n, the\nbattery\ncomprising:\na sealed housing;\na plurality of cells sealed within the housing and\nelectrically\nconnected\ntogether; and\na non-resettable and non-removable fuse sealed within the housing and\nelectrically\nconnected with the plurality of cells.\n14. The\nbattery\nof claim 13, further comprising a circuit breaker\nelectrically\nconnected with the plurality of cells.\n15. The\nbattery\nof claim 14, wherein the circuit breaker is adapted to\nactuate if the sustained current drawn from the\nbattery\nexceeds a first\nthreshold, and the\n9\nfuse is adapted to actuate if the sustained current drawn from the\nbattery\nexceeds a\nsecond threshold greater than the first threshold.\n16. The\nbattery\nof claim 14 or 15, wherein the circuit breaker is\nconnected in series with the plurality of cells.\n17. The\nbattery\nof claim 16, wherein the circuit breaker is connected\nbetween a pair of the plurality of cells.\n18. The\nbattery\nof claim 14, wherein the circuit breaker is adapted to\nbe reset manually by a user.\n19. The\nbattery\nof claim 14, wherein the circuit breaker is adapted to\nautomatically reset.\n20. The\nbattery\nof any one of claims 13-19, in combination with a\nchildren's ride-on\nvehicle\nhaving at least one motor adapted to be powered by\nthe\nbattery\nto drive the rotation of at least one of a plurality of wheels. | 09/585,677 | United States of America | 2000-06-01 | L'invention porte sur une batterie améliorée destinée à une voiture (10) d'enfant à pédale. La batterie comprend un corps étanche (28) contenant un coupe-circuit interne (60) qui coupe le flux d'énergie de la batterie (44) à un ou plusieurs moteurs (30) du véhicule lors de la mise en route. A l'arrêt, le coupe-circuit (60) se remet automatiquement à zéro pour rétablir le circuit électrique raccordant la batterie (44) et le ou les moteurs (30) du véhicule. En variante, la batterie (44) peut avoir une remise à zéro manuelle qui est accessible depuis l'extérieur du corps (28). La batterie (44), en outre, peut éventuellement avoir un fusible un-coup interne la protégeant de toute panne éventuelle. | True |
| 316 | Patent 2975062 Summary - Canadian Patents Database | CA 2975062 | NaN | BATTERYPACK | BLOC BATTERIE | NaN | LEBREUX, NORMAND, MENARD, ERIC | NaN | 2016-02-01 | BCF LLP | English | CONSORTIUM DE RECHERCHE BRP - UNIVERSITE DE SHERBROOKE S.E.N.C. | - 21 -\nWhat is claimed is:\n1. A\nbattery\nbrick for a\nvehicle\n, comprising:\na phase change material having a melting temperature; and\na plurality of\nbattery\ncells, each\nbattery\ncell of the plurality of\nbattery\ncells being disposed\nat least in part in the phase change material, the plurality of\nbattery\ncells\nhaving a maximum\ncharge temperature and a maximum discharge temperature, the maximum charge\ntemperature of\nthe\nbattery\ncells being less than the maximum discharge temperature,\nthe phase change material being adapted for dissipating at least a portion of\nheat\ngenerated upon activation of at least a portion of the plurality of\nbattery\ncells,\nthe melting temperature of the phase change material being less than the\nmaximum\ncharge temperature of the plurality of\nbattery\ncells.\n2. A\nbattery\npack for a\nvehicle\n, comprising a plurality of\nbattery\nmodules\nconnected to one\nanother, each of the plurality of\nbattery\nmodules comprising a plurality of\nbattery\nbricks\naccording to claim 1.\n3. The\nbattery\npack of claim 2, wherein the plurality of\nbattery\nmodules\nare connected to\none another in series.\n4. The\nbattery\npack of claim 2 or 3, wherein the plurality of\nbattery\nbricks are connected to\none another in series.\n5. The\nbattery\npack of claim 2 or 3, wherein the plurality of\nbattery\nbricks are connected to\none another in parallel.\n6. A\nbattery\npack for a\nvehicle\n, comprising:\na plurality of bricks, each brick of the plurality of bricks comprising:\na phase change material block, a side of the phase change material block\ndefining\na plurality of channels, and\n- 22 -\na plurality of\nbattery\ncells, each\nbattery\ncell being disposed at least in\npart in the\nphase change material block; and\nat least one connector for\nelectrically\nconnecting a first one of the\nplurality of bricks to a\nsecond one of the plurality of bricks, the at least one connector being\ndisposed at least partially in\none of the plurality of channels.\n7. The\nbattery\npack of claim 6, wherein the first one of the plurality of\nbricks is adjacent to\nthe second one of the plurality of bricks.\n8. The\nbattery\npack of claim 6 or 7, wherein the plurality of bricks are\nelectrically\nconnected\nto one another in series.\n9. The\nbattery\npack of any one of claims 6 to 8, wherein the side of the\nphase change\nmaterial block is a top side of the phase change material block.\n10. The\nbattery\npack of any one of claims 6 to 9, wherein:\nthe first one of the plurality of bricks further comprises a positive current\ncollector\nelectrically\nconnected to the plurality of\nbattery\ncells of the first one of\nthe plurality of bricks;\nthe second one of the plurality of bricks further comprises a negative current\ncollector\nelectrically\nconnected to the plurality of\nbattery\ncells of the second one of\nthe plurality of bricks;\nand\nthe at least one connector\nelectrically\nconnects the positive current\ncollector of the first\none of the plurality of bricks to the negative current collector of the second\none of the plurality of\nbricks.\n11. The\nbattery\npack of claim 10, further comprising at least one insulator\ndisposed between\nthe positive current collector of the first one of the plurality of bricks and\nthe negative current\ncollector of the second one of the plurality of bricks.\n- 23 -\n12. The\nbattery\npack of any one of claims 6 to 11, wherein the at least one\nconnector is a\nplurality of connectors, each one of the plurality of connectors being\ndisposed in a corresponding\none of the plurality of channels.\n13. The\nbattery\npack of any one of claims 6 to 12, wherein for each brick\nof the plurality of\nbricks:\nthe plurality of\nbattery\ncells are arranged in an alternating pattern,\nwherein:\nthe plurality of\nbattery\ncells are arranged in a plurality of columns, and\nadjacent columns of the plurality of columns are vertically staggered from one\nanother; and\nat least one of the plurality of\nbattery\ncells is disposed between two of the\nplurality of\nchannels.\n14. The\nbattery\npack of any one of claims 6 to 13, wherein the at least one\nconnector is a\nmetal fastener.\n15. A\nbattery\npack for a\nvehicle\n, comprising:\na first module group comprising at least one\nbattery\nmodule;\na second module group comprising at least one other\nbattery\nmodule; and\na manually operable interrupter assembly selectively\nelectrically\nconnecting\nthe first\nmodule group to the second module group in series, the interrupter assembly\nbeing adapted for\nopening and closing a circuit connecting the first and second module groups.\n16. The\nbattery\npack of claim 15, wherein:\na nominal voltage of each of the first and second module groups individually\nis less than\na high voltage limit; and\nwhen the circuit is closed by the interrupter assembly, the first and second\nmodule groups\nare connected in series and a nominal voltage of the\nbattery\npack is greater\nthan the high voltage\nlimit.\n17. The\nbattery\npack of claim 16, wherein the high voltage limit is 60\nVolts.\n- 24 -\n18. The\nbattery\npack of claim 16 or 17, wherein:\nwhen the circuit is closed by the interrupter assembly, the nominal voltage of\nthe\nbattery\npack is 96 Volts; and\nwhen the circuit is opened by the interrupter assembly, the nominal voltage of\neach of the\nfirst and second module groups is 48 Volts.\n19. The\nbattery\npack of any one of claims 15 to 18, wherein:\neach module group comprises at least two\nbattery\nmodules connected in series.\n20. The\nbattery\npack of any one of claims 15 to 19, wherein:\nthe first module group is mounted to a first location in the\nvehicle\n;\nthe second module group is mounted to a second location in the\nvehicle\n; and\nthe first location and the second location are spaced apart.\n21. The\nbattery\npack of any one of claims 15 to 20, wherein each one of the\nat least one\nbattery\nmodule and the at least one other\nbattery\nmodule comprises:\na plurality of bricks, each brick comprising:\na phase change material block; and\na plurality of\nbattery\ncells disposed at least in part in the phase change\nmaterial\nblock. | 62/109,970 | United States of America | 2015-01-30 | L'invention concerne un bloc-batterie pour un véhicule. Le bloc-batterie comprend une pluralité de briques, chaque brique de la pluralité de briques comprenant un bloc de matériau à changement de phase, un côté du bloc de matériau à changement de phase définissant une pluralité de canaux, et une pluralité d'éléments de batterie, chaque élément de batterie étant disposé au moins en partie dans le bloc de matériau à changement de phase; et au moins un connecteur pour connecter électriquement une première brique de la pluralité de briques à une deuxième brique de la pluralité de briques, ledit au moins un connecteur étant disposé au moins partiellement dans l'un des canaux de la pluralité de canaux. | True |
| 317 | Patent 3085762 Summary - Canadian Patents Database | CA 3085762 | NaN | PORTABLEVEHICLEBATTERYJUMP STARTER WITH AIR PUMP | CHARGEUR DE BATTERIE DE VEHICULE PORTABLE A POMPE A AIR | NaN | NOOK, JONATHAN LEWIS, NOOK, WILLIAM KNIGHT, STANFIELD, JAMES RICHARD, UNDERHILL, DEREK MICHAEL | 2023-10-10 | 2018-12-14 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS\n1. A\nvehicle\nbattery\njump starter device for jump starting a\nvehicle\nbattery\n, the\ndevice comprising:\na cover;\nan internal power supply disposed within the cover;\na\nvehicle\nbattery\njump starter disposed within the cover, the\nvehicle\nbattery\njump starter configured to jump start a\nvehicle\nbattery\n;\nan air pump disposed within the cover, the air pump configured to provide a\nsupply of pressurized air,\nwherein the intemal power supply provides power to the\nvehicle\nbattery\njump\nstarter and the air pump;\nan internal air hose disposed within the cover;\nan air supply port disposed within the cover, the air supply port connected to\nthe air pump via the internal air hose; and\nan\nelectrical\ncontroller configured to selectively or simultaneously connect\nthe\ninternal power supply to the\nvehicle\nbattery\njump starter and the air pump.\n2. The device according to claim 1, wherein the internal power supply is a\nrechargeable\nbattery\n.\n3. The device according to claim 1, further comprising an air hose.\n4. The device according to claim 3, wherein the air supply port is\nconfigured for\nconnecting with the air hose.\n5. The device according to claim 3, wherein the cover and the air pump\nprovide\nthe air supply port for connecting with the air hose.\n78\n6. The device according to claim 1, wherein the internal power supply is a\nsingle\nbattery\nconfigured to supply power to the\nvehicle\nbattery\njump starter and the\nair\npump.\n7. The device according to claim 1, wherein the internal power supply\ncomprises\na first\nbattery\nfor powering the\nvehicle\nbattery\njump starter and a second\nbattery\nfor\npowering the air pump.\n8. The device according to claim 1, further comprising a switch for\nselectively\npowering the\nvehicle\nbattery\njump starter or the air pump.\n9. The device according to claim 8, wherein the switch is configured to\nalso\nsupply power to both the\nvehicle\nbattery\njump starter and the air pump.\n10. The device according to claim 1, wherein the air pump comprises an air\ncompressor.\n11. The device according to claim 10, wherein the air compressor is a\nrotary air\ncompressor.\n12. The device according to claim 1, wherein the air pump further comprises\nan air\ntank connected to the air supply port.\n13. The device according to claim 1, further comprising:\nat least one output port providing positive and negative polarity outputs;\na\nvehicle\nbattery\nisolation sensor connected in circuit with said positive and\nnegative polarity outputs, configured to detect presence of a\nvehicle\nbattery\nconnected between said positive and negative polarity outputs;\na reverse polarity sensor connected in circuit with said positive and negative\npolarity outputs, configured to detect polarity of a\nvehicle\nbattery\nconnected\nbetween\nsaid positive and negative polarity outputs;\n79\na power FET switch connected between said internal power supply and said\noutput port; and\na microcontroller configured to receive input signals from said\nvehicle\nbattery\nisolation sensor and said reverse polarity sensor, and to provide an output\nsignal to\nsaid power FET switch, such that said power FET switch is turned on to connect\nsaid\ninternal power supply to said output port in response to signals from said\nsensors\nindicating the presence of a\nvehicle\nbattery\nat said output port and proper\npolarity\nconnection of positive and negative terminals of said\nvehicle\nbattery\nwith\nsaid positive\nand negative polarity outputs.\n14. The device according to claim 1, wherein the\nvehicle\nbattery\njump\nstarter device\nis configured to allow for simultaneous charging of the internal power supply\nwhile\noperating the air pump.\n15. The device according to claim 1, wherein the\nvehicle\nbattery\njump\nstarter and\nthe air pump are located side-by-side.\n16. The device according to claim 1, wherein the cover includes a first\ncovering in\nwhich the\nvehicle\nbattery\njump starter is disposed, a second covering in which\nthe air\npump is disposed and a third covering in which the internal power supply is\ndisposed.\n17. The device according to claim 1, further comprising an air pressure\ngauge, a\ndisplay or both.\n18. The device according to claim 1, wherein the\nvehicle\nbattery\njump\nstarter device\nis configured to preset a target air pressure.\n19. The device according to claim 1, further comprising a port located on\nthe cover,\nand configured to provide a power connection, an air supply connection or\nboth.\n20. The device according to claim 1, wherein the internal power supply is\nconnected\nto a rigid conductive frame.\n21. A\nvehicle\nbattery\njump starter with air pump device, the device\ncomprising:\na cover;\nan internal power supply disposed within the cover, the internal power supply\ncomprises a rechargeable\nbattery\n;\na\nvehicle\nbattery\njump starter disposed within the cover, the jump starter\nconfigured to jump start a\nvehicle\nbattery\n, the\nvehicle\nbatter jump started\nconnected\nto and powered by the rechargeable\nbattery\nduring operation of the\nvehicle\nbattery\njump starter;\nan air pump disposed within the cover, the air pump configured for providing a\nsupply of pressurized air, the air pump connected to and powered by the\nrechargeable\nbattery\nduring operation of the air pump; and\na USB input port for charging the rechargeable baftery.\n22. The device according to claim 21, wherein the rechargeable\nbattery\nis a\nlithium\nion\nbattery\n.\n23. The device according to claim 21, wherein the USB input port comprises\na\nUSB input connector and a USB charge circuit, the USB charge circuit\nelectrically\nconnecting the USB input connector to the rechargeable\nbattery\nduring charging\noperation of the rechargeable\nbattery\n.\n24. The device according to claim 21, further comprising an air hose.\n25. The device according to claim 21, wherein the cover comprises an air\nsupply\nport for connecting with the air hose.\n26. The device according to claim 25, wherein the cover and air pump\nprovide an\nair supply port for connecting with the hose.\n81\n27. The device according to claim 25, further comprising an internal air\nhose\nconnecting the air pump to the air supply port.\n28. The device according to claim 21, wherein the internal power supply is\na single\nrechargeable\nbattery\nsupplying power to\nvehicle\nbattery\njump starter and the\nair\npump.\n29. The device according to claim 21, wherein the internal power supply\ncomprises a first rechargeable\nbattery\nfor powering the\nvehicle\nbattery\njump\nstarter\nand a second rechargeable\nbattery\nfor powering the air pump.\n30. The device according to claim 21, further comprising a switch for\nselectively\nswitching the rechargeable\nbattery\nfor powering the\nvehicle\nbattery\njump\nstarter or the\nair pump.\n31. The device according to claim 30, wherein the switch is configured to\nalso\nsupply power from the rechargeable\nbattery\nto both the\nvehicle\nbattery\njump\nstarter\nand the air pump.\n32. The device according to claim 21, further comprising an internal fan\nfor cooling\nthe device.\n33. The device according to claim 21, wherein the air pump comprise an air\ncompressor.\n34. The device according to claim 33, wherein the air compressor is a\nrotary air\ncompressor.\n35. The device according to claim 33, wherein the air pump further\ncomprises an\nair tank connected to the air supply port.\n82\n36. The device according to claim 33, wherein the air pump is connected to\nthe air\nsupply port.\n37. The device according to claim 21, further comprising:\nat least one output port providing positive and negative polarity outputs;\na\nvehicle\nbattery\nisolation sensor connected in circuit with said positive and\nnegative polarity outputs, configured to detect presence of a\nvehicle\nbattery\nconnected between said positive and negative polarity outputs;\na reverse polarity sensor connected in circuit with said positive and negative\npolarity outputs, configured to detect polarity of a\nvehicle\nbattery\nconnected\nbetween\nsaid positive and negative polarity outputs;\na power FET switch connected between said internal power supply and said\noutput port; and\na microcontroller configured to receive input signals from said\nvehicle\nisolation\nsensor and said reverse polarity sensor, and to provide an output signal to\nsaid\npower FET switch, such that said power FET switch is turned on to connect said\ninternal power supply to said output port in response to signals from said\nsensors\nindicating the presence of a\nvehicle\nbattery\nat said output port and proper\npolarity\nconnection of positive and negative terminals of said\nvehicle\nbattery\nwith\nsaid positive\nand negative polarity outputs.\n38. The device according to claim 23, wherein the USB charge circuit is\nconfigured\nto increase the voltage between the USB input connector to the rechargeable\nbattery\nfor charging the rechargeable\nbattery\n.\n39. The device according to claim 38, wherein the USB charge circuit\ncomprises a\nDC-DC converter.\n83\n40. The device according to claim 39, further comprising a micro controller\nconfigured for controlling the operation of the\nvehicle\nbattery\njump starter\nwith air\npump device.\n41. The device according to claim 40, wherein the DC-DC convert can be\nturned\non and off via a control circuit by an output of the microcontroller.\n42. The device according to claim 21, further comprising a USB output port\nfor\npowering or charging electronic devices.\n43. The device according to claim 42, wherein the USB output port comprises\na\nUSB output connector and a USB output circuit, the USB output circuit\nelectrically\nconnecting the rechargeable\nbattery\nto the USB output connector during\npowering or\ncharging electronic devices.\n84 | 62/598,871 | United States of America | 2017-12-14 | L'invention concerne un appareil portable ou portatif chargeur de batterie et de compression d'air pour recharger une batterie d'un moteur de véhicule et gonfler un article tel qu'un pneu. L'appareil peut comprendre une batterie au lithium-ion rechargeable ou un bloc-batterie et un microcontrôleur. La batterie lithium-ion est couplée à un port de sortie de puissance du dispositif par l'intermédiaire d'un commutateur intelligent FET actionné par le microcontrôleur. Un capteur d'isolement de batterie de véhicule connecté en circuit à des sorties de polarité positive et négative détecte la présence d'une batterie de véhicule connectée entre les sorties de polarité positive et négative. Un capteur de polarité inverse connecté en circuit aux sorties de polarité positive et négative détecte la polarité d'une batterie de véhicule connectée entre les sorties de polarité positive et négative. | True |
| 318 | Patent 2412154 Summary - Canadian Patents Database | CA 2412154 | NaN | SYSTEM AND METHOD FOR MONITORINGBATTERYEQUALIZATION | SYSTEME ET METHODE DE SURVEILLANCE D'EGALISATION DE BATTERIES | NaN | PATTERSON, CIARAN J. | 2005-04-19 | 2002-11-19 | CASSAN MACLEAN | English | C.E. NIEHOFF & CO. | 12\nWE CLAIM\n1. A method for controlling a\nvehicle\nelectrical\nsystem to protect\nagainst\nbattery\nover-charging, said method comprising:\n(a) providing a\nvehicle\nelectrical\nsystem comprising an\nalternator operative to supply a voltage V our to a string of at least first\nand\nsecond series-connected rechargeable\nbatteries\n;\n(b) regulating the voltage V OUT to a target value V TARGET;\n(c) reducing the target value V TARGET when a voltage V1\nacross the first\nbattery\nexceeds a first threshold value T1;\n(d) reducing the target value V TARGET when a voltage V2\nacross the second\nbattery\nexceeds a second threshold value T2; and\n(e) repeating at least one of (c) and (d) a plurality of times.\n2. The method of Claim 1\nwherein the alternator comprises two output and ground\nterminals at voltages V OUT and V GND, respectively;\nwherein the string of\nbatteries\ncomprises a node between the\nfirst and second\nbatteries\nat a voltage V NODE.\nwherein V1 is equal to V NODE-V GND; and\nwherein V2 is equal to V OUT-V NODE.\n3. The method of Claim 1 further comprising:\n(f) generating a warning signal when at least one of V1 and\nV2 deviates excessively from respective nominal values.\n4. The method of Claim 1 wherein T1 is equal to T2.\n5. The method of Claim 1 wherein the\nvehicle\nelectrical\nsystem of\n(a) further comprises at least a higher voltage load and a lower voltage load\nconnected across respective sets of\nbatteries\nof the string.\n13\n6. The method of Claim 5 wherein the\nvehicle\nelectrical\nsystem of\n(a) further comprises an equalizer coupled to at least the first and second\nbatteries\nof the string.\n7. A\nvehicle\nelectrical\nsystem comprising:\na string of at least first and second series-connected\nrechargeable\nbatteries\n;\na voltage regulator operative to regulate the voltage V OUT to a\ntarget value V TARGET,\na first comparator responsive to a first voltage V1 across the first\nbattery\nand a first threshold value T1, said first comparator operative to\ncommand a reduction in the target valve V TARGET when V1 exceeds T1;\na second comparator responsive to a second voltage V2 across\nthe second\nbattery\nand a second threshold value T2, said second comparator\noperative to command a reduction in the target value V TARGET when V2\nexceeds T2.\n8. The invention of Claim 7 wherein the string of\nbatteries\ncomprises a node between the first and second\nbatteries\nat a voltage V NODE;\nwherein V1 is equal to V NODE-V GND; and wherein V2 is equal to V OUT-V NODE.\n9. The invention of Claim 7 further comprising:\na warning signal generator operative to generate a warning\nsignal when the at least one of V1 and V2 deviates excessively from respective\nnominal values.\n10. The invention of Claim 7 wherein T1 is equal to T2.\n11. The invention of Claim 7 further comprising:\nat least a higher voltage load and a lower voltage load\nconnected across respective sets of\nbatteries\nof the string.\n12. The invention of Claim 11 further comprising:\n14\nan equalizer connected across at least the first and second\nbatteries\nof the string. | 09/989,664 | United States of America | 2001-11-19 | Un système et un procédé pour protéger contre la surcharge de batterie sont utilisés avec un système électrique d'automobile qui comporte un alternateur qui fournit une tension de sortie « V out » à une série au moins de première et seconde batteries rechargeables connectées en série, un égaliseur couplé au moins aux première et seconde batteries, et au moins une charge de tension plus élevée ou une charge de tension plus faible connectée sur des jeux respectifs de batteries de la série. La tension « V out » est régulée à une valeur cible « V TARGET », et cette valeur cible « V TARGET » est réduite lorsque la tension V1 sur la première batterie dépasse une première valeur seuil T1 ou lorsqu'une tension V2 sur la seconde batterie dépasse une seconde valeur seuil T2. De cette manière, les deux batteries sont protégées contre des conditions de surtension. Un signal d'avertissement s'allume pour indiquer à un utilisateur l'instant auquel l'une ou l'autre des batteries est en dehors de son domaine de fonctionnement normal. | True |
| 319 | Patent 3223817 Summary - Canadian Patents Database | CA 3223817 | NaN | SYSTEM AND METHOD FOR TRAILER PROPULSION | SYSTEME ET PROCEDE DE PROPULSION DE REMORQUE | NaN | RUST, IAN C. | NaN | 2022-06-24 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | ANAMNESIS CORPORATION | WO 2022/272076\nPCT/US2022/034923\nCLAIMS\nWe claim:\n1. A roadway\nelectric\nvehicle\n(EV) system configured to connect between a\nsemi-\ntractor and a trailer, the roadway EV system comprising:\n= a chassis defining a longitudinal axis;\n= a kingpin configured to couple the chassis to a fifth wheel of the semi-\ntractor;\n= a sensor platform connecting the kingpin to the chassis, the sensor\nplatform\ncomprising a first sensor configured to measure a longitudinal force between\nthe\nkingpin and the chassis;\n= a secondary fifth wheel mounted to the chassis and configured to couple\nthe trailer\nto the chassis;\n= an\nelectric\ndrivetrain comprising: a traction motor and a steering drive\naxle;\n= a\nbattery\nsystem comprising a set of\nbattery\ncells and a charge port; and\n= a set of extendable landing gear mounted to the chassis forward of the\nsteering\ndrive axle and comprising a set of front wheels.\n2. The roadway EV system of Claim 1, wherein the chassis is monocline-\nshaped\nbetween the forward end and a rearward end.\n3- The roadway EV system of Claim 1, wherein, in a deployed configuration\nof the\nextendable landing gear, the roadway EV system is rear-wheel drive and rear-\nwheel\nsteering.\n4- The roadway EV system of Claim 1, wherein the secondary fifth wheel\nmounted to\nthe chassis at a first position which is longitudinally forward of the\nsteering drive axle\nrelative to the longitudinal axis.\n5- The roadway EV system of Claim 1, wherein the set of\nbattery\ncells is\narranged\nabove the kingpin and extends longitudinally forward of the kingpin relative\nto the\nlongitudinal axis.\n6. A road\nvehicle\nsystem comprising:\n= a chassis defining a longitudinal axis;\n24\nCA 03223817 2023- 12- 21\nWO 2022/272076\nPCT/US2022/034923\n= a first\nvehicle\ncoupling mounted at a forward end of the chassis relative\nto the\nlongitudinal axis;\n= a second\nvehicle\ncoupling mounted to a superior surface of the chassis\nrearward of\nthe forward end relative to the longitudinal axis;\n= an\nelectric\npowertrain, comprising:\n= a\nbattery\nmounted to the first end of the chassis;\n= a steering axle comprising a steering actuator; and\n= a traction motor coupled to the steering axle; and\n= a\nvehicle\nsensor suite comprising a first sensor coupled to the first\nvehicle\ncoupling\nand configured to measure a longitudinal force between the first\nvehicle\ncoupling\nand the chassis.\n7- The road\nvehicle\nsystem of Claim 6, further comprising: a\ncontroller\ncommunicatively coupled to each sensor of the\nvehicle\nsensor suite and\nconfigured to\nautonomously control the\nelectric\npowertrain based on measurements from each\nsensor\nof the\nvehicle\nsensor suite.\n8. The road\nvehicle\nsystem of Claim 6, wherein the road\nvehicle\nsystem\ncomprises a\nset of axles, the set of axles comprising the steering axle, wherein each axle\nof the set\ndefines a respective axle load, wherein the sum of the respective axle loads\ndefines a total\nweight bearing of the road\nvehicle\nsystem, wherein the respective axle load of\nthe steering\naxle is greater than 70% of the total weight bearing of the road\nvehicle\nsystem in a driving\nconfiguration.\n9. The road\nvehicle\nsystem of Claim 8, wherein the steering axle comprises\na high-\nload axle, wherein, in the driving configuration, the respective axle load of\nthe steering\naxle is greater than 17,000 pounds.\n10. The road\nvehicle\nsystem of Claim 8, further comprising a lift axle\nmounted to the\nchassis forward of the steering axle relative to the longitudinal axis,\nwherein the lift axle\nis unloaded in the driving configuration, wherein the respective axle load of\nthe steering\naxle is greater than 70% of the total weight bearing of the road\nvehicle\nsystem in a second\nconfiguration.\nCA 03223817 2023- 12- 21\nWO 2022/272076\nPCT/US2022/034923\n11. The road\nvehicle\nsystem of Claim 6, wherein the traction motor is\nintegrated into\nthe steering axle.\n12. The road\nvehicle\nsystem of Claim 11, wherein the first\nvehicle\ncoupling\ncomprises\na kingpin.\n13. The road\nvehicle\nsystem of Claim 12, wherein the second\nvehicle\ncoupling\ncomprises a fifth wheel.\n14. The road\nvehicle\nsystem of Claim 6, wherein the road\nvehicle\nsystem\nfurther\ncomprises a pneumatic brake line passthrough configured to fluidly couple a\ntractor brake\nline to a trailer brake line at opposing ends, wherein the sensor suite\ncomprises a brake\nline sensor coupled to the pneumatic brake line passthrough.\n15. The road\nvehicle\nsystem of Claim 6, wherein the chassis is monocline-\nshaped\nbetween the forward end and a rearward end.\n16. The road\nvehicle\nsystem of Claim 6, wherein the first\nvehicle\ncoupling\ndefines an\ninferior contact surface and a horizontal reference plane six inches above the\ninferior\ncontact surface, wherein the second\nvehicle\ncoupling is mounted below the\nhorizontal\nreference plane.\n17. The road\nvehicle\nsystem of Claim 6, further comprising a charge port\nconfigured to\nsupply\nelectrical\nenergy to the\nbattery\n.\n18. The road\nvehicle\nsystem of Claim 6, wherein the road\nvehicle\nsystem\nfurther\ncomprises a sensor instrumentation stage substantially isolating force\ntransmission\nthrough the first sensor along the longitudinal axis.\n19. The road\nvehicle\nsystem of Claim 18, wherein the sensor instrumentation\nstage\nisolates force transmission along the longitudinal axis with a set of\northogonal rollers or\na flexure.\n20. The road\nvehicle\nsystem of Claim 6, wherein the first sensor comprises\na load cell\nor a strain gauge.\n21. The road\nvehicle\nsystem of Claim 6, wherein the\nbattery\ndefines a\nmaximum\nbattery\nheight, wherein the maximum\nbattery\nheight is between 6 feet and 13.5 feet.\n22. A method for\nvehicle\ncontrol comprising autonomously controlling the\nsystem of\nany of Claims 1-21 based on the longitudinal force.\n26\nCA 03223817 2023- 12- 21 | 63/214,688 | United States of America | 2021-06-24 | L'invention concerne un système de véhicule pouvant comprendre : un ensemble d'accouplements de véhicule (par exemple, une interface de tracteur, une interface de remorque, etc.) ; un châssis, un bloc-batterie, un groupe motopropulseur électrique, une suite de capteurs et un dispositif de commande. Le système de véhicule modulaire peut éventuellement comprendre une béquille, une suspension et tout autre ensemble approprié de composants. Le système de véhicule sert à remorquer et/ou supporter structurellement une remorque - telle qu'une semi-remorque de classe 8 et/ou à augmenter/compléter une capacité de propulsion de tracteur (par exemple, par le biais d'un moteur diesel/à combustion) au moyen d'un ou de plusieurs essieux moteurs électriques supplémentaires. | True |
| 320 | Patent 2835655 Summary - Canadian Patents Database | CA 2835655 | NaN | POWER GENERATION AND CHARGING DEVICE FOR CONTINUOUS RUNNING OFELECTRICAUTOMOBILE | DISPOSITIF DE GENERATION D'ENERGIE ET DE CHARGE POUR LA CONDUITE EN CONTINU D'UNE VOITURE ELECTRIQUE | NaN | HAN, WENJI | 2015-09-29 | 2012-04-27 | OSLER, HOSKIN & HARCOURT LLP | English | HAN, WENJI | The embodiments of the present invention for which an exclusive property or\nprivilege is claimed are defined as follows:\n1. A power generation and charging device for continuous running of an\nelectric\nautomobile, comprising:\none or more generators;\na charger; and\na storage\nbattery\n, wherein:\nthe one or more generators are disk-type generators and are\nmounted on rims of wheels;\nthe storage\nbattery\n, provided for the power generation and\ncharging device, is the same as an automobile-mounted power supply;\ncurrent leading-out wires of the one or more generators are\nconnected with the storage\nbattery\nthrough the charger and a circuit\nconverter; and\nan original storage\nbattery\nof the\nelectric\nautomobile is connected\nwith power supply terminals of the\nelectric\nautomobile through the circuit\nconverter.\n2. The power generation and charging device for continuous running of an\nelectric\nautomobile of Claim 1, wherein:\neach of the one or more generators has a disk-shaped shell, a central\nshaft in the shell provided with two permanent magnet discs which are fastened\non the shaft;\ncircumferences of two opposite, inner, side surfaces of the two\npermanent magnet discs have the same size and are provided with a first\npermanent magnet and a second permanent magnet thereon, which are fixed\nwithin the permanent magnet discs and being opposite to each other with\nopposite polarities;\na winding disc that is rotatable on the shaft is disposed between the two\npermanent magnet discs, circumferences of two side surfaces of the winding\ndisc provided with winding coils thereon, which are placed in a radial\ndirection\nand fixed within the winding disc; and\n7\na non-magnetic heavy object with an adjustable weight is disposed in a\ncertain local position on a surface of the winding disc near an edge of the\nwinding disc.\n3. The power\ngeneration and charging device for continuous running of an\nelectric\nautomobile of Claim 1, wherein:\nthe power generation and charging device is configured for installation\non various automobiles and equipment with a structure of rotating wheels.\n8 | 201110129720.4 | China | 2011-05-09 | Un dispositif de génération d'énergie et de charge pour la conduite en continu d'une voiture électrique comprend des générateurs (2), un chargeur (13) et une batterie rechargeable (4). Les générateurs (2) sont des générateurs à disque agencés sur les jantes (3) des roues (1). Le dispositif de génération d'énergie et de charge comprend la batterie rechargeable (4) ainsi qu'une alimentation électrique montée dans le véhicule et des fils de sortie des générateurs (2) sont raccordés à la batterie rechargeable (4) par le biais du chargeur (13) et d'un convertisseur de circuit (14). La batterie rechargeable d'origine (15) de la voiture électrique est raccordée à une borne de connexion à une alimentation électrique automobile (16) par le biais du convertisseur de circuit (14). Par le biais du dispositif de génération d'énergie et de charge, une alimentation électrique de remplacement est fournie lorsque la quantité d'électricité de l'alimentation électrique montée dans la voiture électrique est insuffisante et le nombre de kilomètres que le véhicule est capable de parcourir en continu est considérablement amélioré. | True |
| 321 | Patent 2791187 Summary - Canadian Patents Database | CA 2791187 | NaN | POSITIVE ELECTRODE ACTIVE MATERIAL FOR IMPROVING OUTPUT, AND LITHIUM SECONDARYBATTERYCOMPRISING SAME | MATERIAU ACTIF D'ELECTRODE POSITIVE POUR AMELIORER LA PUISSANCE DE SORTIE, ET ACCUMULATEUR AU LITHIUM COMPRENANT CE MATERIAU | NaN | OH, SONG TAEK, KIM, SUN KYU, CHUNG, GEUN CHANG, AN, KEUN WAN | 2015-10-27 | 2011-02-24 | SMART & BIGGAR LP | English | LG ENERGY SOLUTION, LTD. | What is claimed is:\n1. A lithium secondary\nbattery\ncomprising:\na mixed positive electrode active material obtained by mixing a lithium\nmanganese oxide represented by [Chemical Formula 1] shown below and a\ncompound having an olivine structure represented by [Chemical Formula 2] shown\nbelow and charged at a voltage of 4.45 V or higher based on a positive\nelectrode\npotential, wherein the mixed positive electrode active material comprises the\ncompound having the olivine structure in an amount of 10 to 40 parts by weight\nbased on 100 parts by weight, and the compound having the olivine structure is\ncoated with a carbon-based conductive material:\n[Chemical Formula 1]\naLi2MnO3-(1-a)LiMO2\nwherein 0<a<1, and M is at least one element selected from the group\nconsisting of Al, Mg, Mn, Ni, Co, Cr, V, and Fe;\n[Chemical Formula 2]\nLi x M y M'z XO4\nwherein M and M' are one or more selected from among transition metal\nelements, X is any one selected from the group consisting of P, Si, S, As, Sb,\nand\nany of their combinations, and x+y+z=2.\n2. The lithium secondary\nbattery\nof claim 1, wherein the compound having\nthe olivine structure represented by Chemical Formula 2 is LiFePO4.\n3. The lithium secondary\nbattery\nof claim 1, wherein, the lithium secondary\nbattery\nis charged at the voltage of 4.45 V or higher based on the positive\nelectrode potential, in a formation operation, or in a few cycles or in every\ncycle\nfollowing the formation operation.\n22\n4. The lithium secondary\nbattery\nof claim 1, wherein the mixed positive\nelectrode active material further comprises at least one lithium-containing\nmetal\noxide selected from the group consisting of a lithium cobalt oxide, a lithium\nnickel\noxide, a lithium manganese oxide, a lithium cobalt-nickel oxide, a lithium\ncobalt-\nmanganese oxide, a lithium manganese-nickel oxide, a lithium cobalt-nickel-\nmanganese oxide, and an oxide formed by substituting the metal of the above-\nmentioned metal oxides with other metal elements or formed by doping other\nmetal element(s) in the above-mentioned metal oxides.\n5. The lithium secondary\nbattery\nof claim 4, wherein the other element(s)\nare at least one element selected from the group consisting of Al, Mg, Mn, Ni,\nCo,\nCr, V, and Fe.\n6. The lithium secondary\nbattery\nof claim 4, wherein the lithium-containing\nmetal oxide is included to be 50 wt % or less over the total weight of the\nmixed\npositive electrode active material.\n7. The lithium secondary\nbattery\nof any one of claims 1 to 6, wherein the\nlithium secondary\nbattery\ncomprises a positive electrode mix including a\nconductive material, a binder, and a filler, besides the mixed positive\nelectrode\nactive material.\n8. The lithium secondary\nbattery\nof claim 1, wherein the lithium secondary\nbattery\nis used as a unit cell of a\nbattery\nmodule.\n9. The lithium secondary\nbattery\nof claim 8, wherein the\nbattery\nmodule is\nused as a power source of a device selected from the group consisting of power\ntool; an\nelectric\nvehicle\nincluding an\nelectric\nvehicle\n(EV), a hybrid\nelectric\nvehicle\n(HEV), and a plug-in hybrid\nelectric\nvehicle\n(PHEV); an\nelectric\ntwo-wheeled\nvehicle\nincluding an E-bike and an E-scooter; an\nelectric\ngolf cart; an\nelectric\ntruck;\n23\nan\nelectric\ncommercial\nvehicle\n; and a power storage system.\n10. A method for manufacturing the lithium secondary\nbattery\n, the method\ncomprising:\nfabricating a mixed positive electrode active material comprising a lithium\nmanganese oxide of a layered structure represented by [Chemical Formula 1]\nshown below and a compound having an olivine structure in an amount of 10 to\n40\nweight parts represented by [Chemical Formula 2] shown below;\nmanufacturing the lithium secondary\nbattery\nincluding the mixed positive\nelectrode active material; and\na formation step of charging the lithium secondary\nbattery\nat a voltage of\n4.45 V or higher based on a positive electrode potential,\nwherein\n[Chemical Formula 1]\naLi2MnO3-(1-a)LiMO02\nwherein 0<a<1, and M is at least one element selected from the group\nconsisting of Al, Mg, Mn, Ni, Co, Cr, V, and Fe:\n[Chemical Formula 2]\nLi x M y M'z XO4\nwherein M and M' are one or more selected from among transition metal\nelements, X is any one selected from the group consisting of P, Si, S, As, Sb,\nand\nany of their combinations, and x+y+z=2,\nwherein the fabricating of the mixed positive active material comprises\ncoating the compound having the olivine structure with a carbon-based\nconductive\nmaterial.\n11. The method of claim 10, wherein the compound having the olivine\nstructure represented by Chemical Formula 2 is LiFePO4.\n24\n12. The method of claim 10, wherein the formation operation is performed in\nevery several cycles or in every cycle. | 10-2010-0016853 | Republic of Korea | 2010-02-24 | La présente invention concerne un accumulateur au lithium présentant de meilleures caractéristiques de sortie, ainsi qu'un mélange haute capacité d'un matériau actif d'électrode positive, et un accumulateur lithium comprenant ce matériau, accumulateur dans lequel est évitée une soudaine chute de tension provoquée par la différence des tensions de fonctionnement parmi les oxydes mélangés lithium-métal de transition, afin d'obtenir un profil uniforme sur la totalité de la région SOC et de meilleures caractéristiques de sortie à une faible tension. En particulier, l'accumulateur au lithium de la présente invention répond aux caractéristiques de sortie, capacité, sécurité, etc., requises lorsqu'il est utilisé comme source d'énergie pour des dispositifs de taille moyenne ou grande tels qu'un véhicule électrique ou analogue. | True |
| 322 | Patent 3044438 Summary - Canadian Patents Database | CA 3044438 | NaN | SYSTEM AND METHOD FOR CAMOUFLAGING AND RECHARGING AUTONOMOUSVEHICLES | SYSTEME ET PROCEDE DE CAMOUFLAGE ET DE RECHARGE DE VEHICULES AUTONOMES | NaN | HIGH, DONALD R., O'BRIEN, JOHN J. | NaN | 2017-11-17 | DEETH WILLIAMS WALL LLP | English | WALMART APOLLO, LLC | CLAIMS\nWhat is claimed is:\n1. An unmanned autonomous\nvehicle\nconfigured to deliver packages in a\nproduct delivery\nnetwork, the\nvehicle\ncomprising:\nan outer housing, the outer housing including a first layer that is configured\nto collect solar\nradiation, the first layer being in communication with the external\nenvironment of the\nvehicle\n, and\na second layer that is configured to render a visual display, wherein the\nfirst layer is disposed in\nparallel relation to and is in contact with the second layer, and the second\nlayer is not in\ncommunication with the external environment of the\nvehicle\n;\na conversion circuit disposed within the outer housing, the conversion circuit\ncoupled to\nthe first layer and configured to convert the collected solar radiation to\nelectrical\ncharge;\na\nbattery\ndisposed within the outer housing and coupled to the conversion\ncircuit, the\nbattery\nconfigured to store the\nelectrical\ncharge;\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n2. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of a layer of bonded carbon atoms in a sheet.\n- 14 -\n3. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of different materials.\n4. The unmanned autonomous\nvehicle\nof claim 3, wherein the second layer is\nan organic light\nemitting diode (OLED) layer comprising a plurality of OLEDs.\n5. The unmanned autonomous\nvehicle\nof claim 1, wherein the one or more\nimages are\neffective to camouflage the unmanned autonomous\nvehicle\nwithin its\nenvironment, or wherein the\none or more images comprise an advertisement or marketing information.\n6. The unmanned autonomous\nvehicle\nof claim 1, further comprising a\nprotective layer.\n7. The unmanned autonomous\nvehicle\nof claim 6, wherein the protective layer\ncomprises a\nnanotube.\n8. The unmanned autonomous\nvehicle\nof claim 1, further comprising a camera\nthat is\nconfigured to obtain exterior images of the external environment of the\nunmanned autonomous\nvehicle\n, and wherein the control circuit determines the images to be rendered\nat the second layer\nbased upon the exterior images obtained by the camera.\n9. A method of operating an unmanned autonomous\nvehicle\nto deliver packages\nin a product\ndelivery network, the method comprising:\nsimultaneously collecting solar radiation at a first layer of an outer housing\nof the\nunmanned autonomous\nvehicle\n, and rendering a display at a second layer of the\nhousing of the\nunmanned autonomous\nvehicle\n, the first layer being in communication with the\nexternal\nenvironment of the\nvehicle\n, wherein the first layer is disposed in parallel\nrelation to and is in\ncontact with the second layer, and the second layer is not in communication\nwith the external\nenvironment of the\nvehicle\n;\nconverting the collected solar radiation to\nelectrical\ncharge and storing the\nelectrical\ncharge\nin a\nbattery\n;\n- 15 -\nat the unmanned autonomous\nvehicle\n, independently determining one or more\nimages to\nrender at the second layer, and to causing the one or more images to be\nrendered at the second\nlayer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n10. The method of claim 9, wherein the first layer and the second layer are\nconstructed of\ndifferent materials.\n11. An apparatus that is configured to simultaneously re-charge a\nbattery\nand display an image,\nthe apparatus comprising:\na first layer that is configured to collect solar radiation;\na second layer adjacent to the first layer and configured to render a visual\ndisplay;\nwherein the first layer being in communication with the external environment\nof the\nvehicle\n;\nwherein the first layer is disposed in parallel relation to and is in contact\nwith the second\nlayer, and the second layer is not in communication with the external\nenvironment of the\nvehicle\n;\na conversion circuit coupled to the first layer and configured to convert the\ncollected solar\nradiation to\nelectrical\ncharge;\na\nbattery\ncoupled to the conversion circuit, the\nbattery\nconfigured to store\nthe\nelectrical\ncharge;\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\n- 16 -\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n12. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed of\na layer of bonded carbon atoms in a sheet.\n13. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed of\ndifferent materials.\n14. The apparatus of claim 11, wherein the second layer is an organic light\nemitting diode\n(OLED) layer comprising a plurality of OLEDs.\n15. The apparatus of claim 11, wherein the one or more images are effective\nto camouflage an\nunmanned autonomous\nvehicle\nwithin its environment, or the one or more images\ncomprise an\nadvertisement or marketing information.\n16. The apparatus of claim 11, further comprising a protective layer.\n17. The apparatus of claim 16, wherein the protective layer comprises a\nnanotube.\n- 17 -\nCLAIMS\nWhat is claimed is:\n1. An unmanned autonomous\nvehicle\nconfigured to deliver packages in a\nproduct\ndelivery network, the\nvehicle\ncomprising:\nan outer housing, the outer housing including a first layer that is configured\nto collect solar\nradiation, the first layer being in communication with the external\nenvironment of the\nvehicle\n, and\na second layer that is configured to render a visual display, wherein the\nfirst layer is disposed in\nparallel relation to and is in contact with the second layer, and the second\nlayer is not in\ncommunication with the external environment of the\nvehicle\n;\na conversion circuit disposed within the outer housing, the conversion circuit\ncoupled to\nthe first layer and configured to convert the collected solar radiation to\nelectrical\ncharge;\na\nbattery\ndisposed within the outer housing and coupled to the conversion\ncircuit, the\nbattery\nconfigured to store the\nelectrical\ncharge;\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n- 14 -\n2. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of a layer of bonded carbon atoms in a sheet.\n3. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of different materials.\n4. The unmanned autonomous\nvehicle\nof claim 43, wherein the second layer is\nan organic\nlight emitting diode (OLED) layer comprising a plurality of OLEDs.\n5. The unmanned autonomous\nvehicle\nof claim 1, wherein the one or more\nimages are\neffective to camouflage the unmanned autonomous\nvehicle\nwithin its\nenvironment, or wherein the\none or more images comprise an advertisement or marketing information.\n6. The unmanned autonomous\nvehicle\nof claim 1, further comprising a\nprotective layer.\n7. The unmanned autonomous\nvehicle\nof claim 76, wherein the protective\nlayer comprises a\nnanotube.\n8. The unmanned autonomous\nvehicle\nof claim 1, further comprising a camera\nthat is\nconfigured to obtain exterior images of the external environment of the\nunmanned autonomous\nvehicle\n, and wherein the control circuit determines the images to be rendered\nat the second layer\nbased upon the exterior images obtained by the camera.\n9. A method of operating an unmanned autonomous\nvehicle\nto delivery deliver\npackages in a\nproduct delivery network, the method comprising:\nsimultaneously collecting solar radiation at a first layer of an outer housing\nof the\nunmanned autonomous\nvehicle\n, and rendering a display at a second layer of the\nhousing of the\nunmanned autonomous\nvehicle\n. the first layer being in communication with the\nexternal\nenvironment of the\nvehicle\n, wherein the first layer is disposed in parallel\nrelation to and is in\ncontact with the second layer, and the second layer is not in communication\nwith the external\nenvironment of the\nvehicle\n;\n- 15 -\nconverting the collected solar radiation to\nelectrical\ncharge and storing the\nelectrical\ncharge\nin a\nbattery\n;\nat the unmanned autonomous\nvehicle\n, independently determining one or more\nimages to\nrender at the second layer, and to causing the one or more images to be\nrendered at the second\nlayer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the extemal environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n10. The method of claim 109, wherein the first layer and the second layer are\nconstructed of\ndifferent materials.\n11. An apparatus that is configured to simultaneously re-charge a\nbattery\nand\ndisplay an image,\nthe apparatus comprising:\na first layer that is configured to collect solar radiation;\na second layer adjacent to the first layer and configured to render a visual\ndisplay;\nwherein the first layer being in communication with the external environment\nof the\nvehicle\n;\nwherein the first layer is disposed in parallel relation to and is in contact\nwith the second\nlayer, and the second layer is not in communication with the external\nenvironment of the\nvehicle\n:\na conversion circuit coupled to the first layer and configured to convert the\ncollected solar\nradiation to\nelectrical\ncharge;\na\nbattery\ncoupled to the conversion circuit, the\nbattery\nconfigured to store\nthe\nelectrical\ncharge;\n- 16 -\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid:,\nwherein the first image and the second image dynamically change over time.\n12. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed\nof a layer of bonded carbon atoms in a sheet.\n13. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed\nof different materials.\n14. The apparatus of claim 11, wherein the second layer is an organic light\nemitting diode\n(OLED) layer comprising a plurality of OLEDs.\n15. The apparatus of claim 11, wherein the one or more images are effective to\ncamouflage\nan unmanned autonomous\nvehicle\nwithin its environment, or the one or more\nimages comprise an\nadvertisement or marketing information.\n16. The apparatus of claim 11, further comprising a protective layer.\n- 17 -\n17. The apparatus of claim 16, wherein the protective layer comprises a\nnanotube.\n- 18 - | 62/425,124 | United States of America | 2016-11-22 | Un véhicule autonome sans pilote est conçu pour distribuer des paquets dans un réseau de distribution de produits. Le véhicule comprend un carter externe, un circuit de conversion, une batterie et un circuit de commande. Le carter externe comprend une première couche qui est conçue pour collecter un rayonnement solaire, et une seconde couche qui est conçue pour rendre un affichage visuel. Le circuit de conversion est disposé à l'intérieur du carter externe, et est couplé à la première couche. Le circuit de conversion est conçu pour convertir le rayonnement solaire collecté en charge électrique et accumuler la charge dans une batterie. Le circuit de commande est couplé à la seconde couche et est conçu pour déterminer indépendamment une ou plusieurs images en vue d'un rendu au niveau de la seconde couche, et pour amener la ou les images à être rendues au niveau de la seconde couche. Le rayonnement solaire est collecté au niveau de la première couche simultanément avec les images rendues au niveau de la seconde couche. | True |
| 323 | Patent 2375717 Summary - Canadian Patents Database | CA 2375717 | NaN | VEHICLEWITH SWITCHED SUPPLEMENTAL ENERGY STORAGE SYSTEM FOR ENGINE CRANKING | VEHICULE DOTE D'UN SYSTEME COMMUTE DE STOCKAGE DE L'ENERGIE D'APPOINT RESERVEE POUR LE DEMARRAGE | NaN | BURKE, JAMES O., SOLBERG, DEAN | 2007-07-17 | 2002-03-07 | CASSAN MACLEAN IP AGENCY INC. | English | KOLD BAN INTERNATIONAL, LTD. | - 13 -\nWHAT IS CLAIMED IS:\n1. In a\nvehicle\ncomprising an internal combustion engine, a cranking motor\ncoupled with the engine to crank the engine, and a\nbattery\ncoupled with the\ncranking motor, the improvement comprising:\na capacitor comprising first and second terminals;\nfirst and second\nelectrical\npaths interconnecting the first and second\nterminals, respectively, with the cranking motor;\na control circuit coupled between the first and second terminals of the\ncapacitor, said control circuit comprising a switch having a variable switch\nposition, said control circuit operative to apply a control voltage at least\nin\npart from said capacitor that varies in response to the switch position of the\nswitch; and\na relay included in the first\nelectrical\npath, said relay operative to switch\nin\nresponse to the control voltage applied at least in part by said capacitor\nbetween an open-circuit condition, in which the relay interrupts the first\nelectrical\npath, and a closed-circuit condition.\n2. The\nvehicle\nof claim 1 wherein the switch comprises an ignition switch of\nthe\nvehicle\n, wherein the variable switch position comprises accessory, off, run,\nand\nstart positions, and wherein the control circuit is operative (1) to place the\nrelay in\nthe open-circuit condition when the ignition switch is in any one of the\naccessory\nand off positions, and (2) to place the relay in the closed-circuit condition\nwhen the\nignition switch is in any one of the run and start positions.\n3. The\nvehicle\nof claim 1 wherein the switch comprises an ignition switch of\nthe\nvehicle\n, wherein the variable switch position comprises off and start\npositions, and\nwherein the control circuit is operative (1) to place the relay in the open-\ncircuit\ncondition when the ignition switch is in the off position, and (2) to place\nthe relay in\nthe closed-circuit condition when the ignition switch is in the start\nposition.\n4. The\nvehicle\nof claim 1 wherein the relay comprises first and second control\n- 14 -\nterminals, and wherein the control circuit comprises first and second diodes\ncoupled between the second relay control terminal and the first\nelectrical\npath on\nopposite sides of the relay respectively.\n5. The\nvehicle\nof claim 4 wherein said control circuit comprises an\nelectrical\npath interconnecting the switch and the first relay control terminal.\n6. The\nvehicle\nof claim 1 wherein said switch comprises an oil pressure\nswitch,\nwherein said variable switch position comprises at least an open and closed\nposition, wherein said oil pressure switch is moved to the closed position in\nresponse to at least a predetermined minimum oil pressure, and wherein said\ncontrol circuit is operative to place the relay in the closed-circuit\ncondition when the\noil pressure switch is in the closed position.\n7. The\nvehicle\nof claim 6 wherein said control circuit further comprises a\nsolenoid switch coupled to the cranking motor and comprising a solenoid\nterminal\napplying said control voltage during engine cranking, and wherein said oil\npressure\nswitch comprises a normally closed circuit, wherein said solenoid terminal is\nconnected to said normally closed circuit, wherein said control circuit is\noperative\nto place the relay in the closed-circuit condition during engine cranking.\n8. The\nvehicle\nof claim 7 further comprising a momentary switch coupled\nbetween the first and second terminals of the capacitor and operative to place\nthe\nrelay in the closed-circuit condition.\n9. The\nvehicle\nof claim 1 wherein said switch comprises a momentary switch.\n10. The\nvehicle\nof claim 1 wherein said capacitor is a double layer capacitor\ncharacterized by a capacitance greater than 150 farads and an internal\nresistance\nat 20 C less than 0.008 ohms.\n11. The\nvehicle\nof claim 10 wherein said internal resistance of said capacitor\nat\n- 15 -\n1 kHz and 20°C is less than 0.008 ohms.\n12. In a\nvehicle\ncomprising an internal combustion engine, a cranking motor\ncoupled with the engine to crank the engine, and a\nbattery\ncoupled with the\ncranking motor, the improvement comprising:\na capacitor comprising first and second terminals;\nfirst and second\nelectrical\npaths interconnecting the first and second\nterminals, respectively, with the cranking motor and a system ground;\nan oil pressure switch comprising a circuit positionable between at least an\nopen and closed position, said oil pressure switch coupled to at least one of\nthe\nbattery\nand said capacitor; and\na relay included in the first\nelectrical\npath and coupled to said oil pressure\nswitch, said relay positionable between at least a closed-circuit condition,\nin which\nthe relay completes the first\nelectrical\npath, and an open-circuit condition,\nin which\nthe relay interrupts the first\nelectrical\npath, wherein said at least one of\nthe\nbattery\nand said capacitor apply a control voltage to said relay when said oil\npressure\nswitch circuit is positioned in said closed position, and wherein said relay\nis\npositioned in said closed-circuit condition in response to said control\nvoltage being\napplied thereto when said oil pressure switch circuit is positioned in the\nclosed\nposition.\n13. The\nvehicle\nof claim 12 wherein the relay comprises first and second\ncontrol\nterminals, and further comprising first and second diodes coupled between the\nsecond relay control terminal and the first\nelectrical\npath on opposite sides\nof the\nrelay respectively.\n14. The\nvehicle\nof claim 13 further comprising a third\nelectrical\npath\ncoupling the\noil pressure switch and the first relay control terminal.\n15. The\nvehicle\nof claim 12 further comprising at least a predetermined\nminimum\noil pressure applied to said oil pressure switch, and wherein said oil\npressure switch\ncircuit is positioned in the closed position in response to said at least\npredetermined\nminimum oil pressure being applied thereto.\n- 16 -\n16. The\nvehicle\nof claim 12 further comprising a solenoid switch coupled to\nthe\ncranking motor and comprising a solenoid terminal applying said control\nvoltage\nduring engine cranking, and wherein said oil pressure switch further comprises\na\nnormally closed circuit coupled to said solenoid terminal, wherein said relay\nis\nmoveable to said closed-circuit condition in response to said control voltage\nbeing\napplied thereto during engine cranking.\n17. The\nvehicle\nof claim 12 wherein said control voltage is a first control\nvoltage,\nand further comprising a momentary switch coupled between said first and\nsecond\nterminals of the capacitor and moveable to at least a momentary position,\nwherein\nsaid capacitor applies a second control voltage to said relay when said\nmomentary\nswitch is moved to said momentary position, and wherein said relay is\npositioned\nin said closed-circuit condition in response to said second control voltage\nbeing\napplied thereto.\n18. The\nvehicle\nof claim 17 wherein said momentary switch is connected to said\nfirst and second terminals of said capacitor via third and fourth\nelectrical\npaths,\nwherein said capacitor applies said second control voltage to said relay when\nsaid\nmomentary switch is moved to said momentary position.\n19. The\nvehicle\nof claim 17 wherein said momentary switch is further coupled\nbetween said relay and said oil pressure switch, and wherein said momentary\nswitch is moveable between at least an on position and a momentary closed\nposition, wherein said at least one of the\nbattery\nand said capacitor applies\nsaid first\ncontrol voltage to said relay when said momentary switch is moved to said on\nposition and wherein said capacitor applies said second control voltage when\nsaid\nmomentary switch is moved to said momentary closed position.\n20. The\nvehicle\nof claim 17 wherein said first and second control voltages are\nsubstantially the same.\n21. The\nvehicle\nof claim 12 wherein said capacitor is characterized by a\n- 17 -\ncapacitance greater than 150 farads and an internal resistance at 20°C\nless than\n0.008 ohms.\n22. The\nvehicle\nof claim 21 wherein said capacitor is characterized by a\ncapacitance greater than about 150 farads and an internal resistance at 1 kHz\nand\n20°C less than about 0.008 ohms.\n23. The\nvehicle\nof claim 12 further comprising a solenoid switch coupled to\nthe\ncranking motor and comprising a solenoid terminal applying said control\nvoltage\nduring engine cranking, and further comprising a third\nelectrical\npath\nconnecting\nsaid solenoid terminal and said relay and a diode disposed in said third\nelectrical\npath between said solenoid terminal and said relay.\n24. The\nvehicle\nof claim 23 wherein said solenoid further comprises a\nbattery\nterminal and a momentary switch coupled between the\nbattery\nterminal and the\nrelay, wherein said momentary switch is connected to said third\nelectrical\npath\nbetween said solenoid terminal and said relay at a location between said diode\nand\nsaid relay.\n25. A method for cranking an internal combustion engine comprising:\nproviding a capacitor comprising first and second terminals interconnected\nwith a cranking motor by way of a first and second\nelectrical\npaths\nrespectively;\nmoving a switch from an open position to a closed position;\napplying a control voltage at least in part with said capacitor to a relay\nincluded in said first\nelectrical\npath when said switch is moved to said\nclosed\nposition; and\npositioning said relay in a closed-circuit condition in response to said\napplying said control voltage to said relay and thereby completing said first\nelectrical\npath.\n26. The method of claim 25 further comprising supplying current to said\ncranking\nmotor from said capacitor through said first and second\nelectrical\npaths.\n- 18 -\n27. The method of claim 25 wherein said switch comprises an ignition switch of\nthe\nvehicle\n, wherein said ignition switch is moveable between at least\naccessory,\noff, run, and start positions, and wherein said moving said switch from said\nopen\nposition to said closed position comprises moving said ignition switch from\none of\nsaid off and accessory positions to one of said run and said start positions.\n28. The method of claim 23 wherein the switch comprises an ignition switch of\nthe\nvehicle\n, wherein said ignition switch is moveable between at least an off\nand a\nstart position, and wherein said moving said switch from said open position to\nsaid\nclosed position comprises moving said ignition switch from said off position\nto said\nstart position.\n29. The method of claim 25 further comprising providing an\nelectrical\npath\ninterconnecting said switch and said relay.\n30. The method of claim 25 wherein said switch comprises an oil pressure\nswitch having a circuit positionable between at least an open and closed\nposition\nand wherein said moving said switch from said open position to a closed\nposition\ncomprises applying at least a predetermined minimum oil pressure to said oil\npressure switch and thereby positioning said circuit in said closed position.\n31. The method of claim 25 wherein said switch comprises an oil pressure\nswitch and a solenoid switch, wherein said oil pressure switch comprises a\nfirst\ncircuit positionable between at least an open and closed position and a\nnormally\nclosed circuit, and wherein said solenoid switch is coupled to said normally\nclosed\ncircuit, and wherein said moving said switch from said open position to said\nclosed\nposition comprises moving said solenoid switch from a non-cranking position to\na\ncranking position, and wherein said applying said control voltage to said\nrelay\nincluded in said first\nelectrical\npath comprises applying said control voltage\nthrough\nsaid normally closed circuit of said oil pressure switch, and further\ncomprising\nmaintaining said first circuit of said oil pressure switch in said closed\nposition by\napplying at least a predetermined minimum oil pressure to said oil pressure\nswitch.\n- 19 -\n32. The method of claim 25 wherein said control voltage comprises a first\ncontrol\nvoltage, and further comprising providing a momentary switch coupled between\nthe\nfirst and second terminals of the capacitor wherein said momentary switch is\nmoveable to at least a momentary closed position, and wherein said applying\nsaid\nfirst control voltage to said relay included in said first\nelectrical\npath\nwhen said\nswitch is moved to said closed position is insufficient to position said relay\nin said\nclosed-circuit condition, and further comprising moving said momentary switch\nto\nsaid momentary closed position and thereby applying a second control voltage\nto\nsaid relay when said momentary switch is moved to said momentary closed\nposition, and wherein said positioning said relay in said closed-circuit\ncondition\ncomprises positioning said relay in said closed-circuit condition in response\nto said\napplying said second control voltage to said relay and thereby completing said\nfirst\nelectrical\npath.\n33. The method of claim 32 wherein said momentary switch is connected to said\nfirst and second terminals of said capacitor via third and fourth\nelectrical\npaths, and\nwherein said applying said second control voltage to said relay comprises\napplying\nsaid second control voltage with said capacitor.\n34. The invention of claim 32 wherein said momentary switch is coupled\nbetween said relay and said oil pressure switch, and wherein said momentary\nswitch is moveable between at least an on position and said momentary closed\nposition, and wherein said applying said first control voltage to said relay\ncomprises\napplying said first control voltage through said momentary switch when said\nmomentary switch is moved to said on position.\n35. The method of claim 27 wherein said capacitor is characterized by an\ninternal resistance at 1 kHz and 20°C less than 0.008 ohms.\n36. The method of claim 30 wherein said switch further comprises a solenoid\nswitch coupled to the cranking motor, said solenoid switch comprising a\nsolenoid\nterminal coupled to said relay with a third\nelectrical\npath, wherein a diode\nis\ndisposed in said third\nelectrical\npath between said solenoid terminal and said\nrelay,\n- 20 -\nand wherein said moving said switch from said open position to said closed\nposition\ncomprises moving said solenoid switch from a non-cranking position to a\ncranking\nposition, and wherein said applying said control voltage to said relay\ncomprises\napplying said control voltage through said solenoid terminal and said third\nelectrical\npath to said relay during engine cranking.\n37. The method of claim 36 wherein said solenoid further comprises a\nbattery\nterminal and further comprising providing a momentary switch coupled between\nsaid\nbattery\nterminal and said relay, wherein said momentary switch is\nconnected\nto said third\nelectrical\npath between said solenoid terminal and said relay at\na\nlocation between said diode and said relay, and further comprising closing\nsaid\nmomentary switch and charging said capacitor with at least one of said\nbattery\nand\nan external charging device, whereby said diode prevents current from flowing\nto\nsaid solenoid terminal.\n38. The method of claim 25 wherein said capacitor is a double layer capacitor.\n39. The method of claim 38 wherein said double layer capacitor has a\ncapacitance greater than 150 farads and an internal resistance at 20°C\nless than\n0.008 ohms.\n40. The\nvehicle\nof claim 1 wherein said first and second terminals are\nconfigured\nas negative and positive terminals respectively, wherein said first\nelectrical\npath\ninterconnects said negative terminal of said capacitor and said cranking\nmotor.\n41. The\nvehicle\nof claim 1 wherein said first\nelectrical\npath interconnecting\nsaid\nfirst terminal and said cranking motor is the only\nelectrical\npath\ninterconnecting said\nfirst terminal and said cranking motor. | 09/802,284 | United States of America | 2001-03-08 | Un véhicule qui possède un moteur à combustion interne, un moteur de démarrage et une batterie comprend un condensateur bicouche caractérisé par une capacitance supérieure à 150 farads et une faible résistance interne. Une première et une seconde liaison électrique interconnectent le condensateur et le moteur de démarrage. Un circuit de commande est couplé entre la borne positive et la borne négative d'au moins l'un des composants condensateur ou batterie, et ce circuit de commande comprend un interrupteur qui applique ou n'applique pas une tension de commande à un relais en fonction de la position de l'Interrupteur. Le relais fait partie de l'une des liaisons électriques entre le condensateur et le moteur de démarrage, et isole le condensateur du moteur de démarrage lorsqu'il est mis en position de circuit ouvert par la tension de commande, ou permet au condensateur d'alimenter le moteur de démarrage en courant lorsque la tension de commande ferme le relais. | True |
| 324 | Patent 3223745 Summary - Canadian Patents Database | CA 3223745 | NaN | SYSTEM AND METHOD FOR DYNAMIC FLUID HEATING INELECTRICVEHICLES | SYSTEME ET PROCEDE DE CHAUFFAGE DE FLUIDE DYNAMIQUE DANS DES VEHICULES ELECTRIQUES | NaN | ISRAELSOHN, CEDRIC, HERNADI, BRETT, TAIG, IAN WILLIAM | NaN | 2022-04-08 | C6 PATENT GROUP INCORPORATED, OPERATING AS THE "CARBON PATENT GROUP" | English | MICROHEAT TECHNOLOGIES PTY LTD | WO 2023/272334\nPCT/AU2022/050316\nThe claims defining the invention are as follows\n1. A system for heating a\nvehicle\ncornponent, the system comprising:\none or more cells for retaining a fluid, each cell including one or more\nelectrode pairs positioned therein;\nthe one or more cells arranged along a flow path including an inlet to and an\noutlet from the one or rnore cells;\na controller configured to:\nregulate the flow of the fluid frorn the inlet to the one or more cells;\ndetermine at the one or more cells the\nelectrical\nconductivity, or\nspecific conductance, of the fluid;\ndetermine from the\nelectrical\nconductivity, or specific conductance, of\nthe fluid a voltage to apply from a high voltage\nbattery\n, or an external\npower source located outside of the\nvehicle\n, across the one or more\nelectrode pairs at a current sufficient to heat the fluid therein; and\npass the current from the one or more electrode pairs to the fluid to\nproduce a heated fluid, wherein the heated fluid transfers heat to one\nor more\nvehicle\ncornponents via the outlet.\n2. The systern of claim 1, wherein the one or more cells for retaining the\nfluid\nare in proximity to the one or more\nvehicle\ncomponents.\n3. The systern of claim 1 or 2, wherein the one or rnore\nvehicle\ncomponents\nincludes one of more of the high voltage\nbattery\n, a DC rnotor, a transmission,\na heating, ventilation, and air conditioning (HVAC) system, and drive\nelectronics.\n4. The systern of any one of claims 1 to 3, wherein the specific\nconductance of\nthe fluid is greater than that of water.\n5. The systern of any one of claims 1 to 4, wherein the specific\nconductance of\nthe fluid is in the range of frorn about 2,500 to 5,000 S/cm.\n28\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n6. The systern of any one of claims 1 to 5, wherein the fluid includes a\nwater\nand ethylene glycol mixture.\n7. The system of claim 6, wherein the controller rnonitors properties of\nthe\nmixture including ethylene glycol quality or water and ethylene glycol mixture\nconcentration.\n8. The systern of claim 6 or 7, wherein the controller rnonitors properties\nof the\nmixture including ethylene glycol quality or water and ethylene glycol mixture\nconcentration by measuring the\nelectric\ncurrent drawn by the mixture.\n9. The systern of claim 6, wherein the controller rnonitors ethylene glycol\nquality\nor water and ethylene glycol rnixture concentration to maintain the desired\nthermal conductivity of the rnixture.\n10. The systern of claim 6, wherein the controller is configured to manage\nthe\nthermal conductivity of the rnixture by rnonitoring the ethylene glycol\nquality\nand the water and ethylene glycol mixture concentration.\n11. The systern of claim 6, wherein the controller is configured to manage\nthe\nthermal conductivity of the rnixture thereby ensuring that an optimum\noperating temperature of the one or rnore\nvehicle\ncomponents is maintained.\n12. The systern of any one of claims 1 to 11, wherein the high voltage\nbattery\nis\na lithium-ion\nbattery\nused for\nvehicle\npropulsion in a hybrid\nvehicle\nor a\nbattery\nelectric\nvehicle\n(BEV).\n13. The systern of any one of claims 1 to 12, wherein the controller is\nfurther\nconfigured to determine the\nelectrical\nconductivity, or specific conductance\nof\nthe fluid and thereby determine the voltage to apply across the one or more\nelectrode pairs continuously.\n29\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n14. The system of any one of claims 1 to 13, wherein the one or more\nelectrode\npairs are segrnented into two or more segments, each segment being\nconfigured to individually apply voltage by the controller.\n15. The system of claim 14, wherein individually applying the voltage\nacross the\ntwo or more segments increases or decreases the effective\nelectric\ncurrent\ndrawn by the fluid by virtue of electrode surface area.\n16. The system of claim 14 or 15, wherein the two or more segments are of\nuniform size.\n17. The system of claim 14 or 15, wherein the two or more segments are of\ndifferent sizes.\n18. The systern of claim 17, wherein the one or rnore electrode pairs are\nsegmented into n segments each having effective surface areas in a ratio of\n1:2: ... :2(n-1).\n19. The system of any one of claims 1 to 18, wherein the one or more\nelectrode\npairs are substantially parallel and positioned in a generally horizontal\nplane\nrelative to the flow path.\n20. The system of any one of claims 1 to 19, wherein the one or more\nelectrode\npairs are substantially vertical and positioned in a generally vertical plane\nrelative to the flow path.\n21. The system of any one of claims 1 to 20, wherein the one or more\nelectrode\npairs are at least in part coated with an inert\nelectrically\nconductive\nmaterial\nor a non-metallic\nelectrically\nconductive material including an\nelectrically\nconductive plastics material, carbon impregnated material, and combinations\nthereof.\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n22. The system of any one of claims 1 to 21, wherein the one or more\nelectrode\npairs are formed at least in part from a material selected from the group\nconsisting of metal or a non-rnetallic\nelectrically\nconductive rnaterial.\n23. The system of any one of claims 1 to 22, wherein the one or more\nelectrode\npairs are formed from an\nelectrically\nconductive, inert material including\ngraphite, carbon, and combinations thereof.\n24. The system of any one of claims 1 to 23, wherein the controller is\nfurther\nconfigured to measure a flow rate of the fluid flowing through the flow path.\n25. The systern of claim 24, wherein the controller is further configured\nto\nincrease or decrease the flow rate of the fluid flowing through flow path to\nregulate a residency tirne of the fluid in the one or rnore cells.\n26. The systern of any one of claims 1 to 24, wherein the controller is\nfurther\nconfigured to measure a ternperature of the fluid flowing through the flow\npath.\n27. The systern of claim 26, wherein the controller is further configured\nto\nmeasure the temperature of the fluid at the inlet and outlet; and\nprovide the ternperature as feedback to a temperature controller\nconfigured to increase or reduce heating of the fluid.\n28. The systern of any one of claims 1 to 27, wherein the one or more one\nor\nmore cells are serially arranged along the flow path.\n29. The systern of any one of claims 1 to 28, wherein the controller is\nfurther\nconfigured not to apply the voltage across the one or rnore electrode pairs if\nthe\nelectrical\nconductivity, or specific conductance of the fluid falls\noutside a\npredeterrnined range.\n30. The systern of any one of claims 1 to 29, wherein the inlet and outlet\nextend\nat substantially one hundred and eighty degrees to each other.\n31\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n31. The systern of any one of claims 1 to 30, further including a pump\nproviding\npressurized fluid in thermal cornmunication with the one or more\nvehicle\ncomponents.\n32. The systern of any one of claims 1 to 31, wherein the controller\nincludes a\nvehicle\nbus that comrnunicates with other\nvehicle\nsystems.\n33. The system of any one of claims 1 to 32, wherein the voltage is in the\nrange\nfrom about 250 to about 450 VDC.\n34. The systern of any one of claims 1 to 33, wherein the one or more cells\nfor\nretaining a fluid is made frorn an\nelectrically\nnon-conductive light weight\nplastic material.\n35. The systern of any one of claims 1 to 34, wherein the system is rated\nto be\noperable up to about 9 kW.\n36. A rnethod for heating a\nvehicle\ncomponent, the method cornprising the\nsteps\nof:\nproviding an\nelectrical\nconnection to a high voltage\nbattery\nbeing at\nleast partially used for\nvehicle\npropulsion;\nproviding one or rnore cells for retaining a fluid, each cell including one\nor more electrode pairs positioned therein;\narranging the one or more cells along a flow path, the flow path\nincluding an inlet to and an outlet from the one or more cells;\ndetermining at the one or more cells the\nelectrical\nconductivity, or\nspecific conductance, of the fluid;\ndetermining frorn the\nelectrical\nconductivity, or specific conductance, of\nthe fluid a voltage to apply from the high voltage\nbattery\n, or an external\npower source located outside of the\nvehicle\n, across the one or more\nelectrode pairs at a current sufficient to heat the fluid therein; and\n32\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\npassing the current from the one or more electrode pairs to the fluid to\nproduce a heated fluid, wherein the heated fluid transfers heat to one\nor more\nvehicle\ncornponents via the outlet.\n37. The method of claim 36, wherein the one or more cells for retaining the\nfluid\nare provided in proximity to the one or more\nvehicle\ncomponents.\n38. The method of claim 36 or 37, wherein the one or more\nvehicle\ncomponents\nincludes one of more of the high voltage\nbattery\n, a DC rnotor, a heating,\nventilation, and air conditioning (HVAC) systern, and drive electronics.\n39. The method of any one of clairns 36 to 38, wherein the specific\nconductance\nof the fluid is greater than that of water.\n40. The method of any one of clairns 36 to 39, wherein the specific\nconductance\nof the fluid is in the range of from about 2,500 to 5,000 S/cm.\n41. The method of any one of claims 36 to 40, wherein the fluid includes a\nwater\nand ethylene glycol mixture.\n42. The method of claim 41, further cornprising the step of rnonitoring\nproperties\nof the mixture including ethylene glycol quality or water and ethylene glycol\nconcentration.\n43. The method of any one of clairns 36 to 42, wherein the high voltage\nbattery\nis a lithium-ion\nbattery\nused for\nvehicle\npropulsion in a hybrid\nvehicle\nor a\nbattery\nelectric\nvehicle\n(BEV).\n44. The method of any one of claims 36 to 43, wherein the steps of\ndetermining\nthe\nelectrical\nconductivity, or specific conductance of the fluid and\ndetermining the voltage to apply across the one or more electrode pairs are\nperformed continuously along the flow path.\n33\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n45. The method of any one of claims 36 to 44, wherein the one or more\nelectrode pairs are segmented into two or rnore segments, each segment\nbeing configured to individually apply voltage to the fluid.\n46. The method of claim 45, wherein individually applying the voltage\nacross the\ntwo or more segments increases or decreases the effective\nelectric\ncurrent\ndrawn by the fluid by virtue of electrode surface area.\n47. The method of claim 45 or 46, wherein the two or more segments are of\nuniform size.\n48. The method of claim 45 or 46, wherein the two or more segments are of\ndifferent sizes.\n49. The method of claim 50, wherein the one or more electrode pairs are\nsegmented into n segments each having effective surface areas in a ratio of\n1:2: ... :2(n-1).\n50. The method of any one of claims 36 to 49, wherein the one or more\nelectrode pairs are substantially parallel and positioned in a generally\nhorizontal plane relative to the flow path.\n51. The method of any one of claims 36 to 49, wherein the one or more\nelectrode pairs are substantially vertical and positioned in a generally\nvertical\nplane relative to the flow path.\n52. The method of any one of claims 36 to 51, wherein the one or more\nelectrode pairs are at least in part coated with an inert\nelectrically\nconductive\nmaterial or a non-metallic\nelectrically\nconductive material including an\nelectrically\nconductive plastics material, carbon impregnated material, and\ncombinations thereof.\n34\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n53. The method of any one of claims 36 to 51, wherein the one or more\nelectrode pairs are formed at least in part from a material selected from the\ngroup consisting of metal or a non-metallic\nelectrically\nconductive material.\n54. The method of any one of claims 36 to 53, wherein the one or more\nelectrode pairs are formed from an\nelectrically\nconductive, inert material\nincluding graphite, carbon, and combinations thereof.\n55. The method of any one of claims 36 to 54, further comprising the step\nof\nmeasuring a flow rate of the fluid flowing through the flow path.\n56. The method of claim 55, further comprising the step of increasing or\ndecreasing the flow rate of the fluid flowing through the flow path to\nregulate\na residency time of the fluid in the one or more cells.\n57. The method of any one of claims 36 to 56, further comprising the step\nof\nmeasuring a temperature of the fluid flowing through the flow path.\n58. The method of claim 57, further comprising the step of measuring the\ntemperature of the fluid at the inlet and outlet; and\nproviding the temperature as feedback to a temperature controller\nconfigured to increase or decrease the heating of the fluid.\n59. The method of any one of claims 36 to 58, wherein the one or more one\nor\nmore cells are serially arranged along the flow path.\n60. The method of any one of claims 36 to 59, further comprising the step\nof not\napplying or varying the voltage across the one or more electrode pairs if the\nelectrical\nconductivity, or specific conductance of the fluid falls outside a\npredetermined range.\n61. The method of any one of claims 36 to 60, wherein the inlet and outlet\nextend at substantially one hundred and eighty degrees to each other.\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n62. The method of any one of claims 36 to 61, further including providing a\npump\nproviding pressurized fluid in thermal communication with the one or more\nvehicle\ncomponents.\n63. The method of any one of claims 36 to 62, further including providing a\nconnection to a\nvehicle\nbus that communicates with other\nvehicle\nsystems.\n64. The method of any one of claims 36 to 63, wherein the voltage is in the\nrange from about 250 to about 450 VDC.\n65. The method of any one of claims 36 to 64, wherein the one or more cells\nfor\nretaining a fluid is made from an\nelectrically\nnon-conductive light weight\nplastic material.\n66. The method of any one of claims 36 to 65, wherein the one or more\nelectrode pairs are rated to be operable up to about 9 kW.\n67. A method for heating a\nvehicle\ncomponent, the rnethod comprising the\nsteps\nof:\npassing a fluid along a flow path from an inlet to an outlet, the flow path\nincluding at least first and second cells positioned along the flow path\nsuch that the fluid passing the first cell subsequently passes the second\ncell, each cell including at least one electrode pair between which an\nelectric\ncurrent is passed through the fluid to produce heat therein during\nits passage along the flow path, and wherein at least one of the cells\nincludes at least one segmented electrode, the segmented electrode\ncomprising a plurality of\nelectrically\nseparable segments allowing an\neffective surface area of the segmented electrode to be controlled by\nselectively activating the segments such that upon application of a\nvoltage to the activated electrode segrnent(s), current drawn will depend\nin part upon the effective surface area;\ndetermining the fluid conductivity, or specific conductance at the inlet;\n36\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\ndetermining from measured fluid conductivity, or specific conductance a\nrequired voltage and current to be delivered to the fluid by the first cell\nto raise the ternperature of the fluid therein by a first amount;\ndetermining a heated fluid conductivity, or specific conductance resulting\nfrom operation of the first cell;\ndetermining from the heated fluid conductivity, or specific conductance\na required voltage and current to be delivered to the fluid by the second\ncell to raise the temperature of the fluid therein by a second amount;\nactivating segments of the segmented electrode in a manner to effect\ndelivery of desired current and voltage by the segmented electrode; and\ntransferring heat to one or more\nvehicle\ncomponents via the outlet from\nthe heated fluid.\n68. The method of claim 67, wherein the outlet is coupled to a heat\nexchange\nsystern within the\nvehicle\n.\n69. The method of claim 68, wherein the heat exchange systern includes a\nplurality of valves for distributing thermal energy between the one or more\nvehicle\ncomponents.\n70. The method of any one of claims 67 to 69 wherein the one of more\nvehicle\ncomponents includes a high voltage\nbattery\nused for\nvehicle\npropulsion in a\nhybrid\nvehicle\nor a\nbattery\nelectric\nvehicle\n(BEV).\n37\nCA 03223745 2023- 12- 20 | 2021901956 | Australia | 2021-06-28 | Un système et un procédé de chauffage d'un composant de véhicule sont prévus et comprennent une ou plusieurs cellules pour retenir un fluide, chaque cellule comprenant une ou plusieurs paires d'électrodes positionnées à l'intérieur de cette dernière. La ou les cellules sont agencées le long d'un trajet d'écoulement comprenant une entrée vers et une sortie à partir de la ou des cellules. Un dispositif de commande est prévu qui est conçu pour : réguler l'écoulement du fluide de l'entrée vers la ou les cellules ; déterminer au niveau de la ou des cellules la conductivité électrique, ou la conductance spécifique, du fluide ; déterminer à partir de la conductivité électrique, ou la conductance spécifique, du fluide une tension à appliquer à partir d'une batterie haute tension, ou une source d'alimentation externe située à l'extérieur du véhicule, à travers la ou les paires d'électrodes à un courant suffisant pour chauffer le fluide à l'intérieur ; et faire passer le courant de la ou des paires d'électrodes au fluide pour produire un fluide chauffé, le fluide chauffé transférant de la chaleur à un ou plusieurs composants de véhicule par l'intermédiaire de la sortie. | True |
| 325 | Patent 3060501 Summary - Canadian Patents Database | CA 3060501 | NaN | ELECTRICVEHICLE | VEHICULE ELECTRIQUE | NaN | STENBERG, KURT E., NOTARO, JOEL M., LEONARD, JOSH J., CRAIN, STEPHEN G., SABOURIN, DENNIS P., OLSEN, RUSS G., MAKI, RICHARD R., MALONE, AMBER PATRICIA, GILLINGHAM, BRIAN R., JOHNSTUN, JEREMIAH TRAVIS | 2021-11-23 | 2010-06-15 | MARKS & CLERK | English | POLARIS INDUSTRIES INC. | What is claimed is:\n1. An\nelectric\nvehicle\n, comprising:\na frame having front and rear ends;\na plurality of ground engaging members supporting the frame, the plurality\nof ground engaging members including a first group positioned adjacent the\nframe front\nend and a second group positioned adjacent the frame rear end;\nan\nelectric\nmotor supported by the frame;\na front drive system supported by the frame and positioned adjacent the\nframe front end, the front drive system operatively coupled to the\nelectric\nmotor and to\nthe first group of ground engaging members, the\nelectric\nmotor providing power\nto at\nleast one of the first group of ground engaging members;\na rear drive system supported by the frame and positioned adjacent the\nframe rear end, the rear drive system being operatively coupled to the\nelectric\nmotor and\nto the second group of ground engaging members, the\nelectric\nmotor providing\npower to\nat least one of the second group of ground engaging members;\na plurality of\nbatteries\nsupported by the frame;\nan electronic controller which controls a provision of power from the\nplurality of\nbatteries\nto the\nelectric\nmotor; and\na throttle input system operatively coupled to the electronic controller to\nprovide an indication of a desired speed for the\nvehicle\n, the throttle input\nsystem\nincluding:\na throttle input member;\nat least two sensors each of which provide an indication of a\nposition of the throttle input member; and\nat least two voltage supplies, a first voltage supply being\noperatively coupled to a first sensor of the at least two sensors and a second\nvoltage\nsupply being operatively coupled to a second sensor of the at least two\nsensors,\nwherein the electronic controller operates the\nelectric\nmotor in one of a\nnormal drive mode of operation and a safety drive mode of operation based on\nthe\nindications from the at least two sensors, and in the safety drive mode of\noperation the\nelectronic controller operates the\nelectric\nmotor to limit a speed of the\nvehicle\nto a\nmaximum speed regardless of the desired speed indicated with the throttle\ninput system\nbeing greater than the maximum speed.\n- 38 -\nDate Recue/Date Received 2021-05-10\n2. The\nelectric\nvehicle\nof claim 1, wherein a number of the at least two\nsensors is equal to a number of the at least two voltage supplies.\n3. The\nelectric\nvehicle\nof claim 1 or 2, wherein the electronic controller\noperates the\nelectric\nmotor in the normal drive mode of operation to control\nthe speed of\nthe\nvehicle\nto the desired speed of the\nvehicle\nindicated with the throttle\ninput system.\n4. The\nelectric\nvehicle\nof any one of claims 1 to 3, wherein each of the\nfirst\nsensor and the second sensor has a respective expected output range, the\nelectronic\ncontroller monitors an output of each of the first sensor and the second\nsensor, and if the\noutput of one, but not both, of the first sensor and the second sensor is out\nof the\nrespective expected output range, then the electronic controller operates the\nelectric\nmotor in the safety drive mode of operation.\n5. The\nelectric\nvehicle\nof claim 4, wherein if the respective outputs of\nboth of\nthe first sensor and the second sensor are out of the respective expected\noutput ranges\nthen the electronic controller does not operate the\nelectric\nmotor in either\nthe safety drive\nmode of operation or the normal drive mode of operation.\n6. The\nelectric\nvehicle\nof claim 4 or 5, wherein if the respective output\nof both\nof the first sensor and the second sensor are in the respective expected\noutput ranges,\nthen the electronic controller determines if a measure of the respective\noutputs of the\nfirst sensor and the second sensor are within an expected band, if the measure\nis within\nthe expected band, then the electronic controller operates the\nelectric\nmotor\nin the\nnormal drive mode of operation and if the measure is outside of the expected\nband, then\nthe electronic controller operates the\nelectric\nmotor in the safety drive mode\nof operation.\n7. The\nelectric\nvehicle\nof claim 6, wherein the measure is a ratio.\n8. The\nelectric\nvehicle\nof any one of claims 1 to 7, wherein in the safety\ndrive\nmode of operation a top speed of the\nelectric\nvehicle\nhas a first value and in\nthe normal\ndrive mode of operation the top speed of the\nelectric\nvehicle\nhas a second\nvalue, the first\nvalue being less than the second value.\n-39-\nDate Recue/Date Received 2021-05-10\n9. The\nelectric\nvehicle\nof claim 3, wherein the electronic controller\nmonitors\nan output of each of the first sensor and the second sensor, if a ratio of the\nrespective\noutputs of the first sensor and the second sensor is constant over a range of\nmovement\nof the throttle input member, then the electronic controller operates the\nelectric\nmotor in\nthe normal drive mode of operation, and if the ratio of the respective outputs\nof the first\nsensor and the second sensor is not constant over the range of movement of the\nthrottle\ninput member, then the electronic controller operates the\nelectric\nmotor in\nthe safety\ndrive mode of operation.\n10. The\nelectric\nvehicle\nof any one of claims 1 to 9, wherein the first\nvoltage\nsupply is\nelectrically\nisolated from the second voltage supply.\n11. The\nelectric\nvehicle\nof claim 4, wherein the respective output ranges\nof the\nfirst sensor and the second sensor are different.\n12. The\nelectric\nvehicle\nof claim 7, wherein the first sensor and the\nsecond\nsensor have different rates of output change for a same change in input.\n13. An\nelectric\nvehicle\n, comprising:\na frame having front and rear ends;\na plurality of ground engaging members supporting the frame, the plurality\nof ground engaging members including a first group positioned adjacent the\nframe front\nend and a second group positioned adjacent the frame rear end;\nan\nelectric\nmotor supported by the frame;\na front drive system supported by the frame and positioned adjacent the\nframe front end, the front drive system operatively coupled to the\nelectric\nmotor and to\nthe first group of ground engaging members, the\nelectric\nmotor providing power\nto at\nleast one of the first group of ground engaging members;\na rear drive system supported by the frame and positioned adjacent the\nframe rear end, the rear drive system being operatively coupled to the\nelectric\nmotor and\nto the second group of ground engaging members, the\nelectric\nmotor providing\npower to\nat least one of the second group of ground engaging members;\na plurality of\nbatteries\nsupported by the frame;\nan electronic controller which controls a provision of power from the\nplurality of\nbatteries\nto the\nelectric\nmotor; and\n-40-\nDate Recue/Date Received 2021-05-10\na throttle input system operatively coupled to the electronic controller to\nprovide an indication of a desired speed for the\nvehicle\n, the throttle input\nsystem\nincluding:\na throttle input member;\nat least two sensors each of which provide an indication of a\nposition of the throttle input member, the at least two sensors including a\nfirst sensor and\na second sensor, the first sensor and the second sensor having different\noutputs for a\ncommon input; and\nat least one voltage supply operatively coupled to the at least two\nsensors,\nwherein the electronic controller monitors an output of each of the first\nsensor and the second sensor, the electronic controller determines if a ratio\nof the\nrespective outputs of the first sensor and the second sensor are within an\nexpected\nband, if the ratio is within the expected band, then the electronic controller\noperates the\nelectric\nmotor in a first drive mode of operation, and if the ratio is outside\nof the expected\nband, then the electronic controller operates the\nelectric\nmotor in a second\ndrive mode of\noperation.\n14. The\nelectric\nvehicle\nof claim 13, wherein if the ratio of the\nrespective\noutputs of the first sensor and the second sensor is constant over a range of\nmovement\nof the throttle input member, then the electronic controller operates the\nelectric\nmotor in\nthe first drive mode of operation, and if the ratio of the respective outputs\nof the first\nsensor and the second sensor is not constant over the range of movement of the\nthrottle\ninput member, then the electronic controller operates the\nelectric\nmotor in\nthe second\ndrive mode of operation.\n15. The\nelectric\nvehicle\nof claim 13 or 14, wherein in the first drive mode\nof\noperation the electronic controller operates the\nelectric\nmotor to control a\nspeed of the\nvehicle\nto the desired speed of the\nvehicle\n, and in the second drive mode of\noperation\nthe electronic controller operates the\nelectric\nmotor to limit the speed of\nthe\nvehicle\nto a\nspeed that is less than the desired speed of the\nvehicle\n.\n16. The\nelectric\nvehicle\nof any one of claims 13 to 15, wherein the at\nleast one\nvoltage supply includes two voltage supplies that are\nelectrically\nisolated\nfrom each\nother.\n-41-\nDate Recue/Date Received 2021-05-10\n17. The\nelectric\nvehicle\nof any one of claims 13 to 16, wherein the first\nsensor\nand the second sensor have different rates of output change for a same change\nin input.\n18. An\nelectric\nvehicle\n, comprising:\na frame having front and rear ends;\na plurality of ground engaging members supporting the frame, the plurality\nof ground engaging members including a first group positioned adjacent the\nframe front\nend and a second group positioned adjacent the frame rear end;\nan\nelectric\nmotor supported by the frame;\na front drive system supported by the frame and positioned adjacent the\nframe front end, the front drive system operatively coupled to the\nelectric\nmotor and to\nthe first group of ground engaging members, the\nelectric\nmotor providing power\nto at\nleast one of the first group of ground engaging members;\na rear drive system supported by the frame and positioned adjacent the\nframe rear end, the rear drive system being operatively coupled to the\nelectric\nmotor and\nto the second group of ground engaging members, the\nelectric\nmotor providing\npower to\nat least one of the second group of ground engaging members;\na plurality of\nbatteries\nsupported by the frame;\nan electronic controller which controls a provision of power from the\nplurality of\nbatteries\nto the\nelectric\nmotor including a drive current; and\na drive mode input operatively coupled to the electronic controller, the\nelectronic controller operating the\nelectric\nvehicle\nin one of a plurality of\ndrive modes\nbased on the drive mode input, wherein in a first drive mode the electronic\ncontroller\nlimits the drive current in a first non-linear fashion based on a rotations\nper minute (rpm)\nof the\nelectric\nmotor and in a second drive mode in a second non-linear\nfashion based\non the rpm of the\nelectric\nmotor.\n19. The\nelectric\nvehicle\nof claim 18, further comprising a prop shaft\ncoupling\nthe\nelectric\nmotor to the front drive system, the prop shaft extending through\na\nlongitudinal opening in the plurality of\nbatteries\n.\n20. The\nelectric\nvehicle\nof claim 18, wherein at least one of the first non-\nlinear\nfashion and the second non-linear fashion includes a plurality of linear\nsegments.\n-42-\nDate Recue/Date Received 2021-05-10 | 12/484921 | United States of America | 2009-06-15 | Un véhicule électrique comprend un moteur électrique, un appareil de commande électronique responsable de distribuer le courant provenant de plusieurs batteries au moteur ainsi quun système de commande de laccélérateur qui comprend un élément de commande de laccélérateur, des capteurs qui déterminent la position de cet élément et des sources de tension couplées aux capteurs de manière fonctionnelle. Lappareil de commande électronique fait fonctionner le moteur électrique dans soit un mode de marche avant normal, soit un mode de marche avant sécuritaire, selon ce quindiquent les capteurs. Dans le mode de marche avant sécuritaire, lappareil de commande électronique fait fonctionner le moteur électrique de manière à fournir une vitesse maximale au véhicule, peu importe si le déplacement de laccélérateur indique une vitesse supérieure à celle-ci. | True |
| 326 | Patent 3060501 Summary - Canadian Patents Database | CA 3060501 | NaN | ELECTRICVEHICLE | VEHICULE ELECTRIQUE | NaN | STENBERG, KURT E., NOTARO, JOEL M., LEONARD, JOSH J., CRAIN, STEPHEN G., SABOURIN, DENNIS P., OLSEN, RUSS G., MAKI, RICHARD R., MALONE, AMBER PATRICIA, GILLINGHAM, BRIAN R., JOHNSTUN, JEREMIAH TRAVIS | 2021-11-23 | 2010-06-15 | MARKS & CLERK | English | POLARIS INDUSTRIES INC. | What is claimed is:\n1. An\nelectric\nvehicle\n, comprising:\na frame having front and rear ends;\na plurality of ground engaging members supporting the frame, the plurality\nof ground engaging members including a first group positioned adjacent the\nframe front\nend and a second group positioned adjacent the frame rear end;\nan\nelectric\nmotor supported by the frame;\na front drive system supported by the frame and positioned adjacent the\nframe front end, the front drive system operatively coupled to the\nelectric\nmotor and to\nthe first group of ground engaging members, the\nelectric\nmotor providing power\nto at\nleast one of the first group of ground engaging members;\na rear drive system supported by the frame and positioned adjacent the\nframe rear end, the rear drive system being operatively coupled to the\nelectric\nmotor and\nto the second group of ground engaging members, the\nelectric\nmotor providing\npower to\nat least one of the second group of ground engaging members;\na plurality of\nbatteries\nsupported by the frame;\nan electronic controller which controls a provision of power from the\nplurality of\nbatteries\nto the\nelectric\nmotor; and\na throttle input system operatively coupled to the electronic controller to\nprovide an indication of a desired speed for the\nvehicle\n, the throttle input\nsystem\nincluding:\na throttle input member;\nat least two sensors each of which provide an indication of a\nposition of the throttle input member; and\nat least two voltage supplies, a first voltage supply being\noperatively coupled to a first sensor of the at least two sensors and a second\nvoltage\nsupply being operatively coupled to a second sensor of the at least two\nsensors,\nwherein the electronic controller operates the\nelectric\nmotor in one of a\nnormal drive mode of operation and a safety drive mode of operation based on\nthe\nindications from the at least two sensors, and in the safety drive mode of\noperation the\nelectronic controller operates the\nelectric\nmotor to limit a speed of the\nvehicle\nto a\nmaximum speed regardless of the desired speed indicated with the throttle\ninput system\nbeing greater than the maximum speed.\n- 38 -\nDate Recue/Date Received 2021-05-10\n2. The\nelectric\nvehicle\nof claim 1, wherein a number of the at least two\nsensors is equal to a number of the at least two voltage supplies.\n3. The\nelectric\nvehicle\nof claim 1 or 2, wherein the electronic controller\noperates the\nelectric\nmotor in the normal drive mode of operation to control\nthe speed of\nthe\nvehicle\nto the desired speed of the\nvehicle\nindicated with the throttle\ninput system.\n4. The\nelectric\nvehicle\nof any one of claims 1 to 3, wherein each of the\nfirst\nsensor and the second sensor has a respective expected output range, the\nelectronic\ncontroller monitors an output of each of the first sensor and the second\nsensor, and if the\noutput of one, but not both, of the first sensor and the second sensor is out\nof the\nrespective expected output range, then the electronic controller operates the\nelectric\nmotor in the safety drive mode of operation.\n5. The\nelectric\nvehicle\nof claim 4, wherein if the respective outputs of\nboth of\nthe first sensor and the second sensor are out of the respective expected\noutput ranges\nthen the electronic controller does not operate the\nelectric\nmotor in either\nthe safety drive\nmode of operation or the normal drive mode of operation.\n6. The\nelectric\nvehicle\nof claim 4 or 5, wherein if the respective output\nof both\nof the first sensor and the second sensor are in the respective expected\noutput ranges,\nthen the electronic controller determines if a measure of the respective\noutputs of the\nfirst sensor and the second sensor are within an expected band, if the measure\nis within\nthe expected band, then the electronic controller operates the\nelectric\nmotor\nin the\nnormal drive mode of operation and if the measure is outside of the expected\nband, then\nthe electronic controller operates the\nelectric\nmotor in the safety drive mode\nof operation.\n7. The\nelectric\nvehicle\nof claim 6, wherein the measure is a ratio.\n8. The\nelectric\nvehicle\nof any one of claims 1 to 7, wherein in the safety\ndrive\nmode of operation a top speed of the\nelectric\nvehicle\nhas a first value and in\nthe normal\ndrive mode of operation the top speed of the\nelectric\nvehicle\nhas a second\nvalue, the first\nvalue being less than the second value.\n-39-\nDate Recue/Date Received 2021-05-10\n9. The\nelectric\nvehicle\nof claim 3, wherein the electronic controller\nmonitors\nan output of each of the first sensor and the second sensor, if a ratio of the\nrespective\noutputs of the first sensor and the second sensor is constant over a range of\nmovement\nof the throttle input member, then the electronic controller operates the\nelectric\nmotor in\nthe normal drive mode of operation, and if the ratio of the respective outputs\nof the first\nsensor and the second sensor is not constant over the range of movement of the\nthrottle\ninput member, then the electronic controller operates the\nelectric\nmotor in\nthe safety\ndrive mode of operation.\n10. The\nelectric\nvehicle\nof any one of claims 1 to 9, wherein the first\nvoltage\nsupply is\nelectrically\nisolated from the second voltage supply.\n11. The\nelectric\nvehicle\nof claim 4, wherein the respective output ranges\nof the\nfirst sensor and the second sensor are different.\n12. The\nelectric\nvehicle\nof claim 7, wherein the first sensor and the\nsecond\nsensor have different rates of output change for a same change in input.\n13. An\nelectric\nvehicle\n, comprising:\na frame having front and rear ends;\na plurality of ground engaging members supporting the frame, the plurality\nof ground engaging members including a first group positioned adjacent the\nframe front\nend and a second group positioned adjacent the frame rear end;\nan\nelectric\nmotor supported by the frame;\na front drive system supported by the frame and positioned adjacent the\nframe front end, the front drive system operatively coupled to the\nelectric\nmotor and to\nthe first group of ground engaging members, the\nelectric\nmotor providing power\nto at\nleast one of the first group of ground engaging members;\na rear drive system supported by the frame and positioned adjacent the\nframe rear end, the rear drive system being operatively coupled to the\nelectric\nmotor and\nto the second group of ground engaging members, the\nelectric\nmotor providing\npower to\nat least one of the second group of ground engaging members;\na plurality of\nbatteries\nsupported by the frame;\nan electronic controller which controls a provision of power from the\nplurality of\nbatteries\nto the\nelectric\nmotor; and\n-40-\nDate Recue/Date Received 2021-05-10\na throttle input system operatively coupled to the electronic controller to\nprovide an indication of a desired speed for the\nvehicle\n, the throttle input\nsystem\nincluding:\na throttle input member;\nat least two sensors each of which provide an indication of a\nposition of the throttle input member, the at least two sensors including a\nfirst sensor and\na second sensor, the first sensor and the second sensor having different\noutputs for a\ncommon input; and\nat least one voltage supply operatively coupled to the at least two\nsensors,\nwherein the electronic controller monitors an output of each of the first\nsensor and the second sensor, the electronic controller determines if a ratio\nof the\nrespective outputs of the first sensor and the second sensor are within an\nexpected\nband, if the ratio is within the expected band, then the electronic controller\noperates the\nelectric\nmotor in a first drive mode of operation, and if the ratio is outside\nof the expected\nband, then the electronic controller operates the\nelectric\nmotor in a second\ndrive mode of\noperation.\n14. The\nelectric\nvehicle\nof claim 13, wherein if the ratio of the\nrespective\noutputs of the first sensor and the second sensor is constant over a range of\nmovement\nof the throttle input member, then the electronic controller operates the\nelectric\nmotor in\nthe first drive mode of operation, and if the ratio of the respective outputs\nof the first\nsensor and the second sensor is not constant over the range of movement of the\nthrottle\ninput member, then the electronic controller operates the\nelectric\nmotor in\nthe second\ndrive mode of operation.\n15. The\nelectric\nvehicle\nof claim 13 or 14, wherein in the first drive mode\nof\noperation the electronic controller operates the\nelectric\nmotor to control a\nspeed of the\nvehicle\nto the desired speed of the\nvehicle\n, and in the second drive mode of\noperation\nthe electronic controller operates the\nelectric\nmotor to limit the speed of\nthe\nvehicle\nto a\nspeed that is less than the desired speed of the\nvehicle\n.\n16. The\nelectric\nvehicle\nof any one of claims 13 to 15, wherein the at\nleast one\nvoltage supply includes two voltage supplies that are\nelectrically\nisolated\nfrom each\nother.\n-41-\nDate Recue/Date Received 2021-05-10\n17. The\nelectric\nvehicle\nof any one of claims 13 to 16, wherein the first\nsensor\nand the second sensor have different rates of output change for a same change\nin input.\n18. An\nelectric\nvehicle\n, comprising:\na frame having front and rear ends;\na plurality of ground engaging members supporting the frame, the plurality\nof ground engaging members including a first group positioned adjacent the\nframe front\nend and a second group positioned adjacent the frame rear end;\nan\nelectric\nmotor supported by the frame;\na front drive system supported by the frame and positioned adjacent the\nframe front end, the front drive system operatively coupled to the\nelectric\nmotor and to\nthe first group of ground engaging members, the\nelectric\nmotor providing power\nto at\nleast one of the first group of ground engaging members;\na rear drive system supported by the frame and positioned adjacent the\nframe rear end, the rear drive system being operatively coupled to the\nelectric\nmotor and\nto the second group of ground engaging members, the\nelectric\nmotor providing\npower to\nat least one of the second group of ground engaging members;\na plurality of\nbatteries\nsupported by the frame;\nan electronic controller which controls a provision of power from the\nplurality of\nbatteries\nto the\nelectric\nmotor including a drive current; and\na drive mode input operatively coupled to the electronic controller, the\nelectronic controller operating the\nelectric\nvehicle\nin one of a plurality of\ndrive modes\nbased on the drive mode input, wherein in a first drive mode the electronic\ncontroller\nlimits the drive current in a first non-linear fashion based on a rotations\nper minute (rpm)\nof the\nelectric\nmotor and in a second drive mode in a second non-linear\nfashion based\non the rpm of the\nelectric\nmotor.\n19. The\nelectric\nvehicle\nof claim 18, further comprising a prop shaft\ncoupling\nthe\nelectric\nmotor to the front drive system, the prop shaft extending through\na\nlongitudinal opening in the plurality of\nbatteries\n.\n20. The\nelectric\nvehicle\nof claim 18, wherein at least one of the first non-\nlinear\nfashion and the second non-linear fashion includes a plurality of linear\nsegments.\n-42-\nDate Recue/Date Received 2021-05-10 | 12/484921 | United States of America | 2009-06-15 | Un véhicule électrique comprend un moteur électrique, un appareil de commande électronique responsable de distribuer le courant provenant de plusieurs batteries au moteur ainsi quun système de commande de laccélérateur qui comprend un élément de commande de laccélérateur, des capteurs qui déterminent la position de cet élément et des sources de tension couplées aux capteurs de manière fonctionnelle. Lappareil de commande électronique fait fonctionner le moteur électrique dans soit un mode de marche avant normal, soit un mode de marche avant sécuritaire, selon ce quindiquent les capteurs. Dans le mode de marche avant sécuritaire, lappareil de commande électronique fait fonctionner le moteur électrique de manière à fournir une vitesse maximale au véhicule, peu importe si le déplacement de laccélérateur indique une vitesse supérieure à celle-ci. | True |
| 327 | Patent 3223745 Summary - Canadian Patents Database | CA 3223745 | NaN | SYSTEM AND METHOD FOR DYNAMIC FLUID HEATING INELECTRICVEHICLES | SYSTEME ET PROCEDE DE CHAUFFAGE DE FLUIDE DYNAMIQUE DANS DES VEHICULES ELECTRIQUES | NaN | ISRAELSOHN, CEDRIC, HERNADI, BRETT, TAIG, IAN WILLIAM | NaN | 2022-04-08 | C6 PATENT GROUP INCORPORATED, OPERATING AS THE "CARBON PATENT GROUP" | English | MICROHEAT TECHNOLOGIES PTY LTD | WO 2023/272334\nPCT/AU2022/050316\nThe claims defining the invention are as follows\n1. A system for heating a\nvehicle\ncornponent, the system comprising:\none or more cells for retaining a fluid, each cell including one or more\nelectrode pairs positioned therein;\nthe one or more cells arranged along a flow path including an inlet to and an\noutlet from the one or rnore cells;\na controller configured to:\nregulate the flow of the fluid frorn the inlet to the one or more cells;\ndetermine at the one or more cells the\nelectrical\nconductivity, or\nspecific conductance, of the fluid;\ndetermine from the\nelectrical\nconductivity, or specific conductance, of\nthe fluid a voltage to apply from a high voltage\nbattery\n, or an external\npower source located outside of the\nvehicle\n, across the one or more\nelectrode pairs at a current sufficient to heat the fluid therein; and\npass the current from the one or more electrode pairs to the fluid to\nproduce a heated fluid, wherein the heated fluid transfers heat to one\nor more\nvehicle\ncornponents via the outlet.\n2. The systern of claim 1, wherein the one or more cells for retaining the\nfluid\nare in proximity to the one or more\nvehicle\ncomponents.\n3. The systern of claim 1 or 2, wherein the one or rnore\nvehicle\ncomponents\nincludes one of more of the high voltage\nbattery\n, a DC rnotor, a transmission,\na heating, ventilation, and air conditioning (HVAC) system, and drive\nelectronics.\n4. The systern of any one of claims 1 to 3, wherein the specific\nconductance of\nthe fluid is greater than that of water.\n5. The systern of any one of claims 1 to 4, wherein the specific\nconductance of\nthe fluid is in the range of frorn about 2,500 to 5,000 S/cm.\n28\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n6. The systern of any one of claims 1 to 5, wherein the fluid includes a\nwater\nand ethylene glycol mixture.\n7. The system of claim 6, wherein the controller rnonitors properties of\nthe\nmixture including ethylene glycol quality or water and ethylene glycol mixture\nconcentration.\n8. The systern of claim 6 or 7, wherein the controller rnonitors properties\nof the\nmixture including ethylene glycol quality or water and ethylene glycol mixture\nconcentration by measuring the\nelectric\ncurrent drawn by the mixture.\n9. The systern of claim 6, wherein the controller rnonitors ethylene glycol\nquality\nor water and ethylene glycol rnixture concentration to maintain the desired\nthermal conductivity of the rnixture.\n10. The systern of claim 6, wherein the controller is configured to manage\nthe\nthermal conductivity of the rnixture by rnonitoring the ethylene glycol\nquality\nand the water and ethylene glycol mixture concentration.\n11. The systern of claim 6, wherein the controller is configured to manage\nthe\nthermal conductivity of the rnixture thereby ensuring that an optimum\noperating temperature of the one or rnore\nvehicle\ncomponents is maintained.\n12. The systern of any one of claims 1 to 11, wherein the high voltage\nbattery\nis\na lithium-ion\nbattery\nused for\nvehicle\npropulsion in a hybrid\nvehicle\nor a\nbattery\nelectric\nvehicle\n(BEV).\n13. The systern of any one of claims 1 to 12, wherein the controller is\nfurther\nconfigured to determine the\nelectrical\nconductivity, or specific conductance\nof\nthe fluid and thereby determine the voltage to apply across the one or more\nelectrode pairs continuously.\n29\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n14. The system of any one of claims 1 to 13, wherein the one or more\nelectrode\npairs are segrnented into two or more segments, each segment being\nconfigured to individually apply voltage by the controller.\n15. The system of claim 14, wherein individually applying the voltage\nacross the\ntwo or more segments increases or decreases the effective\nelectric\ncurrent\ndrawn by the fluid by virtue of electrode surface area.\n16. The system of claim 14 or 15, wherein the two or more segments are of\nuniform size.\n17. The system of claim 14 or 15, wherein the two or more segments are of\ndifferent sizes.\n18. The systern of claim 17, wherein the one or rnore electrode pairs are\nsegmented into n segments each having effective surface areas in a ratio of\n1:2: ... :2(n-1).\n19. The system of any one of claims 1 to 18, wherein the one or more\nelectrode\npairs are substantially parallel and positioned in a generally horizontal\nplane\nrelative to the flow path.\n20. The system of any one of claims 1 to 19, wherein the one or more\nelectrode\npairs are substantially vertical and positioned in a generally vertical plane\nrelative to the flow path.\n21. The system of any one of claims 1 to 20, wherein the one or more\nelectrode\npairs are at least in part coated with an inert\nelectrically\nconductive\nmaterial\nor a non-metallic\nelectrically\nconductive material including an\nelectrically\nconductive plastics material, carbon impregnated material, and combinations\nthereof.\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n22. The system of any one of claims 1 to 21, wherein the one or more\nelectrode\npairs are formed at least in part from a material selected from the group\nconsisting of metal or a non-rnetallic\nelectrically\nconductive rnaterial.\n23. The system of any one of claims 1 to 22, wherein the one or more\nelectrode\npairs are formed from an\nelectrically\nconductive, inert material including\ngraphite, carbon, and combinations thereof.\n24. The system of any one of claims 1 to 23, wherein the controller is\nfurther\nconfigured to measure a flow rate of the fluid flowing through the flow path.\n25. The systern of claim 24, wherein the controller is further configured\nto\nincrease or decrease the flow rate of the fluid flowing through flow path to\nregulate a residency tirne of the fluid in the one or rnore cells.\n26. The systern of any one of claims 1 to 24, wherein the controller is\nfurther\nconfigured to measure a ternperature of the fluid flowing through the flow\npath.\n27. The systern of claim 26, wherein the controller is further configured\nto\nmeasure the temperature of the fluid at the inlet and outlet; and\nprovide the ternperature as feedback to a temperature controller\nconfigured to increase or reduce heating of the fluid.\n28. The systern of any one of claims 1 to 27, wherein the one or more one\nor\nmore cells are serially arranged along the flow path.\n29. The systern of any one of claims 1 to 28, wherein the controller is\nfurther\nconfigured not to apply the voltage across the one or rnore electrode pairs if\nthe\nelectrical\nconductivity, or specific conductance of the fluid falls\noutside a\npredeterrnined range.\n30. The systern of any one of claims 1 to 29, wherein the inlet and outlet\nextend\nat substantially one hundred and eighty degrees to each other.\n31\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n31. The systern of any one of claims 1 to 30, further including a pump\nproviding\npressurized fluid in thermal cornmunication with the one or more\nvehicle\ncomponents.\n32. The systern of any one of claims 1 to 31, wherein the controller\nincludes a\nvehicle\nbus that comrnunicates with other\nvehicle\nsystems.\n33. The system of any one of claims 1 to 32, wherein the voltage is in the\nrange\nfrom about 250 to about 450 VDC.\n34. The systern of any one of claims 1 to 33, wherein the one or more cells\nfor\nretaining a fluid is made frorn an\nelectrically\nnon-conductive light weight\nplastic material.\n35. The systern of any one of claims 1 to 34, wherein the system is rated\nto be\noperable up to about 9 kW.\n36. A rnethod for heating a\nvehicle\ncomponent, the method cornprising the\nsteps\nof:\nproviding an\nelectrical\nconnection to a high voltage\nbattery\nbeing at\nleast partially used for\nvehicle\npropulsion;\nproviding one or rnore cells for retaining a fluid, each cell including one\nor more electrode pairs positioned therein;\narranging the one or more cells along a flow path, the flow path\nincluding an inlet to and an outlet from the one or more cells;\ndetermining at the one or more cells the\nelectrical\nconductivity, or\nspecific conductance, of the fluid;\ndetermining frorn the\nelectrical\nconductivity, or specific conductance, of\nthe fluid a voltage to apply from the high voltage\nbattery\n, or an external\npower source located outside of the\nvehicle\n, across the one or more\nelectrode pairs at a current sufficient to heat the fluid therein; and\n32\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\npassing the current from the one or more electrode pairs to the fluid to\nproduce a heated fluid, wherein the heated fluid transfers heat to one\nor more\nvehicle\ncornponents via the outlet.\n37. The method of claim 36, wherein the one or more cells for retaining the\nfluid\nare provided in proximity to the one or more\nvehicle\ncomponents.\n38. The method of claim 36 or 37, wherein the one or more\nvehicle\ncomponents\nincludes one of more of the high voltage\nbattery\n, a DC rnotor, a heating,\nventilation, and air conditioning (HVAC) systern, and drive electronics.\n39. The method of any one of clairns 36 to 38, wherein the specific\nconductance\nof the fluid is greater than that of water.\n40. The method of any one of clairns 36 to 39, wherein the specific\nconductance\nof the fluid is in the range of from about 2,500 to 5,000 S/cm.\n41. The method of any one of claims 36 to 40, wherein the fluid includes a\nwater\nand ethylene glycol mixture.\n42. The method of claim 41, further cornprising the step of rnonitoring\nproperties\nof the mixture including ethylene glycol quality or water and ethylene glycol\nconcentration.\n43. The method of any one of clairns 36 to 42, wherein the high voltage\nbattery\nis a lithium-ion\nbattery\nused for\nvehicle\npropulsion in a hybrid\nvehicle\nor a\nbattery\nelectric\nvehicle\n(BEV).\n44. The method of any one of claims 36 to 43, wherein the steps of\ndetermining\nthe\nelectrical\nconductivity, or specific conductance of the fluid and\ndetermining the voltage to apply across the one or more electrode pairs are\nperformed continuously along the flow path.\n33\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n45. The method of any one of claims 36 to 44, wherein the one or more\nelectrode pairs are segmented into two or rnore segments, each segment\nbeing configured to individually apply voltage to the fluid.\n46. The method of claim 45, wherein individually applying the voltage\nacross the\ntwo or more segments increases or decreases the effective\nelectric\ncurrent\ndrawn by the fluid by virtue of electrode surface area.\n47. The method of claim 45 or 46, wherein the two or more segments are of\nuniform size.\n48. The method of claim 45 or 46, wherein the two or more segments are of\ndifferent sizes.\n49. The method of claim 50, wherein the one or more electrode pairs are\nsegmented into n segments each having effective surface areas in a ratio of\n1:2: ... :2(n-1).\n50. The method of any one of claims 36 to 49, wherein the one or more\nelectrode pairs are substantially parallel and positioned in a generally\nhorizontal plane relative to the flow path.\n51. The method of any one of claims 36 to 49, wherein the one or more\nelectrode pairs are substantially vertical and positioned in a generally\nvertical\nplane relative to the flow path.\n52. The method of any one of claims 36 to 51, wherein the one or more\nelectrode pairs are at least in part coated with an inert\nelectrically\nconductive\nmaterial or a non-metallic\nelectrically\nconductive material including an\nelectrically\nconductive plastics material, carbon impregnated material, and\ncombinations thereof.\n34\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n53. The method of any one of claims 36 to 51, wherein the one or more\nelectrode pairs are formed at least in part from a material selected from the\ngroup consisting of metal or a non-metallic\nelectrically\nconductive material.\n54. The method of any one of claims 36 to 53, wherein the one or more\nelectrode pairs are formed from an\nelectrically\nconductive, inert material\nincluding graphite, carbon, and combinations thereof.\n55. The method of any one of claims 36 to 54, further comprising the step\nof\nmeasuring a flow rate of the fluid flowing through the flow path.\n56. The method of claim 55, further comprising the step of increasing or\ndecreasing the flow rate of the fluid flowing through the flow path to\nregulate\na residency time of the fluid in the one or more cells.\n57. The method of any one of claims 36 to 56, further comprising the step\nof\nmeasuring a temperature of the fluid flowing through the flow path.\n58. The method of claim 57, further comprising the step of measuring the\ntemperature of the fluid at the inlet and outlet; and\nproviding the temperature as feedback to a temperature controller\nconfigured to increase or decrease the heating of the fluid.\n59. The method of any one of claims 36 to 58, wherein the one or more one\nor\nmore cells are serially arranged along the flow path.\n60. The method of any one of claims 36 to 59, further comprising the step\nof not\napplying or varying the voltage across the one or more electrode pairs if the\nelectrical\nconductivity, or specific conductance of the fluid falls outside a\npredetermined range.\n61. The method of any one of claims 36 to 60, wherein the inlet and outlet\nextend at substantially one hundred and eighty degrees to each other.\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\n62. The method of any one of claims 36 to 61, further including providing a\npump\nproviding pressurized fluid in thermal communication with the one or more\nvehicle\ncomponents.\n63. The method of any one of claims 36 to 62, further including providing a\nconnection to a\nvehicle\nbus that communicates with other\nvehicle\nsystems.\n64. The method of any one of claims 36 to 63, wherein the voltage is in the\nrange from about 250 to about 450 VDC.\n65. The method of any one of claims 36 to 64, wherein the one or more cells\nfor\nretaining a fluid is made from an\nelectrically\nnon-conductive light weight\nplastic material.\n66. The method of any one of claims 36 to 65, wherein the one or more\nelectrode pairs are rated to be operable up to about 9 kW.\n67. A method for heating a\nvehicle\ncomponent, the rnethod comprising the\nsteps\nof:\npassing a fluid along a flow path from an inlet to an outlet, the flow path\nincluding at least first and second cells positioned along the flow path\nsuch that the fluid passing the first cell subsequently passes the second\ncell, each cell including at least one electrode pair between which an\nelectric\ncurrent is passed through the fluid to produce heat therein during\nits passage along the flow path, and wherein at least one of the cells\nincludes at least one segmented electrode, the segmented electrode\ncomprising a plurality of\nelectrically\nseparable segments allowing an\neffective surface area of the segmented electrode to be controlled by\nselectively activating the segments such that upon application of a\nvoltage to the activated electrode segrnent(s), current drawn will depend\nin part upon the effective surface area;\ndetermining the fluid conductivity, or specific conductance at the inlet;\n36\nCA 03223745 2023- 12- 20\nWO 2023/272334\nPCT/AU2022/050316\ndetermining from measured fluid conductivity, or specific conductance a\nrequired voltage and current to be delivered to the fluid by the first cell\nto raise the ternperature of the fluid therein by a first amount;\ndetermining a heated fluid conductivity, or specific conductance resulting\nfrom operation of the first cell;\ndetermining from the heated fluid conductivity, or specific conductance\na required voltage and current to be delivered to the fluid by the second\ncell to raise the temperature of the fluid therein by a second amount;\nactivating segments of the segmented electrode in a manner to effect\ndelivery of desired current and voltage by the segmented electrode; and\ntransferring heat to one or more\nvehicle\ncomponents via the outlet from\nthe heated fluid.\n68. The method of claim 67, wherein the outlet is coupled to a heat\nexchange\nsystern within the\nvehicle\n.\n69. The method of claim 68, wherein the heat exchange systern includes a\nplurality of valves for distributing thermal energy between the one or more\nvehicle\ncomponents.\n70. The method of any one of claims 67 to 69 wherein the one of more\nvehicle\ncomponents includes a high voltage\nbattery\nused for\nvehicle\npropulsion in a\nhybrid\nvehicle\nor a\nbattery\nelectric\nvehicle\n(BEV).\n37\nCA 03223745 2023- 12- 20 | 2021901956 | Australia | 2021-06-28 | Un système et un procédé de chauffage d'un composant de véhicule sont prévus et comprennent une ou plusieurs cellules pour retenir un fluide, chaque cellule comprenant une ou plusieurs paires d'électrodes positionnées à l'intérieur de cette dernière. La ou les cellules sont agencées le long d'un trajet d'écoulement comprenant une entrée vers et une sortie à partir de la ou des cellules. Un dispositif de commande est prévu qui est conçu pour : réguler l'écoulement du fluide de l'entrée vers la ou les cellules ; déterminer au niveau de la ou des cellules la conductivité électrique, ou la conductance spécifique, du fluide ; déterminer à partir de la conductivité électrique, ou la conductance spécifique, du fluide une tension à appliquer à partir d'une batterie haute tension, ou une source d'alimentation externe située à l'extérieur du véhicule, à travers la ou les paires d'électrodes à un courant suffisant pour chauffer le fluide à l'intérieur ; et faire passer le courant de la ou des paires d'électrodes au fluide pour produire un fluide chauffé, le fluide chauffé transférant de la chaleur à un ou plusieurs composants de véhicule par l'intermédiaire de la sortie. | True |
| 328 | Patent 2993493 Summary - Canadian Patents Database | CA 2993493 | NaN | CONTROL DEVICE FOR FUEL CELLVEHICLE | DISPOSITIF DE COMMANDE POUR VEHICULE A PILE A COMBUSTIBLE | NaN | TANAKA, DAIKI | 2019-06-18 | 2015-07-28 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | 22\nThe embodiments of the invention in which an exclusive property or privilege\nis claimed\nare defined as follows:\n1. A control device for a fuel cell\nvehicle\ncomprising:\na fuel cell;\nan\nelectricity\nconverter that controls an output of the fuel cell;\na\nbattery\nthat stores\nelectricity\nof the fuel cell;\na load device that operates by power generated by the fuel cell; and\na controller that calculates (i)\nelectricity\napplied to the\nbattery\nto charge\nthe\nbattery\n, (ii)\nelectricity\nconsumed by the load device and (iii)\nelectricity\ngenerated by the\nfuel cell when the\nfuel cell is supplied with fuel, and reduces the output of the fuel cell by\nthe\nelectricity\nconverter\nwhen the\nelectricity\ngenerated by the fuel cell when the fuel cell is supplied\nwith fuel is equal-to\nor more-than a combined value of the\nelectricity\napplied to the\nbattery\nto\ncharge the\nbattery\nand\nthe\nelectricity\nconsumed by the load device.\n2. The control device for a fuel cell\nvehicle\naccording to claim 1, wherein\nthe load device is a motor for driving the\nvehicle\n, or an auxiliary equipment\nmounted on\nthe\nvehicle\n, or both.\n3. The control device for a fuel cell\nvehicle\naccording to claim 1 or 2,\nwherein\nthe fuel cell is provided with a fuel supplier that supplies the fuel, and\nthe controller reduces the fuel being supplied to the fuel cell by the fuel\nsupplier when\nreducing the output of the fuel cell by the\nelectricity\nconverter.\n4. The control device for a fuel cell\nvehicle\naccording to claim 3, wherein\nthe load device includes a motor for driving the\nvehicle\n, and\nthe controller, when determining that the motor generates regenerative\nelectricity\n, reduces\nthe regenerative\nelectricity\nby an amount based on a reduced amount of the\nfuel by the fuel\nsupplier.\n5. The control device for a fuel cell\nvehicle\naccording to claim 4, further\ncomprising\na brake for braking the\nvehicle\n, wherein\n23\nthe controller increases a braking force by the brake according to the reduced\namount of\nthe regenerative\nelectricity\nwhen reducing the regenerative\nelectricity\n.\n6. The control device for a fuel cell\nvehicle\naccording to any one of\nclaims 1 to 5, further\ncomprising\na combustor that combusts fuel discharged from the fuel cell;\nan air supplier that supplies air to the fuel cell; and\na combustor temperature detector that detects temperature of the combustor,\nwherein\nthe controller increases a supply amount of air by the air supplier according\nto an increase\nof the temperature of the combustor detected by the combustor temperature\ndetector when\nreducing the output of the fuel cell by the\nelectricity\nconverter.\n7. The control device for a fuel cell\nvehicle\naccording to claim 6, further\ncomprising\nan air flow adjuster that adjusts an amount of air flowing from the air\nsupplier to the\ncombustor; and\na fuel cell temperature detector that detects temperature of the fuel cell,\nwherein\nthe controller adjusts the supply amount of air by the air flow adjuster so as\nto be\ndistributed less to the fuel cell and more to the combustor according to a\ndecrease of the\ntemperature of the fuel cell detected by the fuel cell temperature detector.\n8. The control device for a fuel cell\nvehicle\naccording to any one of\nclaims 1 to 5, further\ncomprising\na fuel recirculation mechanism that recirculates fuel, which is discharged\nfrom the fuel\ncell, to the fuel cell, wherein\nthe controller increases an amount of fuel recirculated to the fuel cell by\nthe fuel\nrecirculation mechanism when reducing the output of the fuel cell by the\nelectricity\nconverter.\n9. The control device for a fuel cell\nvehicle\naccording to claim 8, further\ncomprising\na combustor that combusts fuel discharged from the fuel cell; and\na fuel flow adjuster that adjusts an amount of fuel flowing from the fuel cell\nto the\ncombustor, wherein\nthe controller decreases a fuel flow by the fuel flow adjuster when reducing\nthe output of\nthe fuel cell by the\nelectricity\nconverter.\n24\n10. The control device for a fuel cell\nvehicle\naccording to any one of\nclaims 1 to 5 or 8,\nfurther comprising\na combustor that combusts fuel discharged from the fuel cell;\na fuel absorber that absorbs fuel discharged from the fuel cell; and\na fuel distributary adjuster that adjusts fuel discharged from the fuel cell\nbetween an\namount thereof flowing to the combustor and an amount thereof flowing to the\nfuel absorber,\nwherein\nthe controller increases an amount of the fuel adjusted by the fuel\ndistributary adjuster so\nas to distribute more to the fuel absorber.\n11. The control device for a fuel cell\nvehicle\naccording to claim 10,\nfurther comprising\nan air heater that heats air being supplied to the fuel cell; and\na fuel provider that sends fuel absorbed by the fuel absorber to the air\nheater as to be\ncombusted. | NaN | NaN | NaN | Un véhicule à pile à combustible comprend une pile à combustible (1), un convertisseur de puissance (7) qui commande la sortie de la pile à combustible (1), une batterie rechargeable (3) qui stocke l'énergie de la pile à combustible (1), et un dispositif de charge (5) qui fonctionne avec l'énergie provenant de la pile à combustible (1) et/ou de la batterie rechargeable (3). En outre, ce dispositif de commande comprend un contrôleur (25) qui calcule l'énergie pouvant être chargée, qui est la quantité d'énergie qui peut être actuellement utilisée pour charger la batterie rechargeable (3), l'énergie du dispositif de charge, qui est la charge électrique actuelle dans le dispositif de charge (5), et l'énergie pouvant être générée, qui est la quantité d'énergie qui peut être actuellement générée par la pile à combustible (1), et abaisse la sortie de la pile à combustible (1) au moyen du convertisseur de puissance (7) si l'énergie pouvant être générée est supérieure ou égale à la somme de l'énergie pouvant être chargée et de l'énergie de dispositif de charge. | True |
| 329 | Patent 3048250 Summary - Canadian Patents Database | CA 3048250 | NaN | MANAGEMENT SYSTEM FOR COMMERCIALELECTRICVEHICLES | SYSTEME DE GESTION POUR VEHICULES ELECTRIQUES COMMERCIAUX | NaN | FAIRWEATHER, TONY, FAIRWEATHER, WARREN | 2021-04-13 | 2017-04-18 | MLT AIKINS LLP | English | SEA AUTOMOTIVE PTY LTD | 10\nClaims\n1. A management system for a commercial\nelectric\nvehicle\n(EV), comprising:\na controller area network (CAN) comprising a plurality of CAN buses connected\nto\na plurality of components of the EV; and\na\nvehicle\ncontroller connected to the CAN and configured to monitor and/or\ncontrol the plurality of components of the EV based on CAN signals;\nwherein the plurality of CAN buses and their respective components comprise:\na drive CAN bus connected to a motor controller system comprising a\nmotor controller connected to an\nelectric\nmotor;\na\nbattery\nCAN bus connected to a\nbattery\nsystem comprising a high-voltage\n(NV)\nbattery\n; and\na telematics CAN bus connected to a telematics system;\nwherein the\nvehicle\ncontroller is further configured to:\nmeasure operating temperature of the motor controller and adjust speed of a\ncooling pump and a radiator fan to maintain a predetermined operating\ntemperature; and\nmonitor a state of\nbattery\ncontactors of the HV\nbattery\nand optimize an\namount of time required to start the EV.\n2. The management system of claim 1, wherein the\nvehicle\ncontroller is\nconfigured\nto control torque of the\nelectric\nmotor to prevent rollback to thereby\nmaintain position\nof the EV when in drive with brake applied.\n3. The management system of claim 2, wherein the\nvehicle\ncontroller is\nfurther\nconfigured to control regenerative braking by determining if the EV is\ncoasting and\nadjusting a regeneration current supplied by the\nelectric\nmotor to t he HV\nbattery\nof\nthe EV.\n4. The management system of claim 3, wherein the\nvehicle\ncontroller is\nfurther\nconfigured to determine an application rate of an accelerator pedal of the EV\nand\nmonitor power supplied by the motor controller to optimise and report on\ndriving efficiency\nof a driver of the EV.\n22476736v I\nDate Recue/Date Received 2020-08-20\n11\n5. The management system of clairn 4, wherein the\nbattery\nsystem comprises\na\nbattery\nmanagement system (BMS) connected to the HV\nbattery\n, and wherein the\nvehicle\ncontroller is configured to monitor\nbattery\ntemperature and optimise current\nsupplied\nto the HV\nbattery\nbased on the\nbattery\ntemperature.\n6. The management system of claim 5, wherein the BMS comprises a HV power\ndistribution box configured to selectively activate and deactivate a plurality\nof auxiliary\ncomponents of the EV to optimise efficiency of the EV.\n7. The management system of claim 6, wherein the plurality of auxiliary\ncomponents\ncomprise the motor controller, a HV heater in a cabin of the EV, a HV air\nconditioning\n(AC) compressor, an air compressor, a power steering pump, a HV charger, and\ncombinations thereof.\n8. The management system of claim 1, wherein the telematics system is\nconfigured\nto collect and analyse a plurality of parameters relating to the EV, a driver\nof the EV, or\nboth.\n9. The management system of claim 8, wherein the plurality of parameters\ncomprise\nacceleration, braking, cornering,\nbattery\nregeneration, cabin temperature,\nspeed, payload\ndelivery, delivery route, delivery time, diagnostics, repair, maintenance, and\ncombinations\nthereof.\n10. The management system of claim 9, wherein the telematics system is\nfurther\nconfigured to communicate the plurality of parameters to a computing device\ncomprising\na\nvehicle\nentertainment system, a desktop computer, a laptop computer, a\ntablet\ncomputer, a smartphone, and combinations thereof.\n11. The management system of claim 10, wherein the telematics system is\nfurther\nconfigured to generate a dashboard on the computing device displaying the\nplurality of\nparameters.\n12. The management system of claim 7, wherein the HV heater is configured\nto:\noptimise activation of heater elements based on environmental and user\nconditions;\nisolate itself from HV power in case of a fault condition; and\nadjust fluid in/out temperature based on environmental and user conditions.\n22476736v I\nDate Recue/Date Received 2020-08-20\n12\n13. The management system of clairn 7, wherein the HV AC compressor is\nconfigured\nto:\noptimise activation of heater elements based on environmental and user\nconditions;\nisolate itself from HV power in case of a fault condition; and\nadjust fluid in/out temperature based on environmental and user conditions.\n14. The management system of claim 1, wherein the cooling pump is\nconfigured to have\na variable speed based on inputs from low-voltage (LV) controls to optimise\nefficiency of\nthe EV.\n15. The management system of claim 4, wherein the\nbattery\nsystem further\ncomprises\na HV charger, and wherein the\nvehicle\ncontroller is configured to evaluate\noperating\nconditions of the EV through the CAN and control the HV charger to optimise\npower supplied\nby HV direct current (DC) to charge the HV\nbattery\n.\n16. A method of operating an EV using the management system of claim 1.\n17. An EV, comprising the management system of claim 1.\n12\n22476736v I\nDate Recue/Date Received 2020-08-20 | 2017900220 | Australia | 2017-01-25 | L'invention concerne un système de gestion pour un véhicule électrique commercial (EV) comprenant : un réseau de zone de dispositif de commande (CAN) comprenant une pluralité de bus CAN connectés à une pluralité de composants du véhicule électrique ; et un dispositif de commande de véhicule connecté au CAN et configuré pour contrôler et/ou commander la pluralité de composants du véhicule électrique sur la base de signaux CAN ; la pluralité de bus CAN et leurs composants respectifs comprenant : un bus CAN d'attaque connecté à un système de dispositif de commande de moteur ; un bus CAN de batterie connecté à un système de batterie ; et un bus CAN de télématique connecté à un système de télématique. | True |
| 330 | Patent 2737620 Summary - Canadian Patents Database | CA 2737620 | NaN | SYSTEM FORELECTRICALLYCONNECTINGBATTERIESTOELECTRICVEHICLES | SYSTEME POUR CONNECTER ELECTRIQUEMENT DES BATTERIES A DES VEHICULES ELECTRIQUES | NaN | AGASSI, SHAI, HEICHAL, YOAV, AGASSI, TAL | 2016-10-25 | 2009-09-18 | FASKEN MARTINEAU DUMOULIN LLP | English | RENAULT S.A.S. | CLAIMS\nWhat is claimed is:\n1. An\nelectrical\nconnection system for a\nbattery\nof an at least partially\nelectric\nvehicle\n,\nthe\nelectrical\nconnection system comprising:\na first\nelectrical\nconnector configured to permanently attach to an underside\nof an at\nleast partially\nelectric\nvehicle\n;\na second\nelectrical\nconnector configured to permanently attach to a\nbattery\n,\nwherein\nthe first and second\nelectrical\nconnectors are configured to be removably\ncoupled to each\nother, along an axis substantially perpendicular to the underside of the at\nleast partially\nelectric\nvehicle\n;\nwherein each of the first and second\nelectrical\nconnectors further comprise:\na high voltage interface for transmitting high voltage\nelectricity\nbetween the\nfirst and second\nelectrical\nconnectors;\na low voltage data interface for transmitting data carried on an\nelectrical\nsignal\nbetween the first and second\nelectrical\nconnectors; and\na shielding mechanism to counteract electromagnetic effects caused by the one\nor more high voltage connection elements.\n2. The\nelectrical\nconnection system of claim 1, wherein the shielding\nmechanism\nseparates the data interface from the high voltage interface to protect the\ndata interface from\nelectromagnetic effects caused by the one or more high voltage connection\nelements.\n3. The\nelectrical\nconnection system of claim 1, wherein the shielding\nmechanism\ncomprises a housing that substantially covers the data interface.\n4. The\nelectrical\nconnection system of claim 3, wherein the housing is L-\nshaped.\n5. The\nelectrical\nconnection system of claim 1, wherein at least one of the\nelectrical\nconnectors further comprises a sealing mechanism positioned between the first\nand second\nelectrical\nconnectors for preventing environmental contamination when the\nfirst and second\nelectrical\nconnectors are coupled.\n6. The\nelectrical\nconnection system of claim 1, wherein the high voltage\ninterface\ncomprises:\n48\nconductive pins; and\nsockets for receiving the conductive pins, wherein the sockets have a\nconductive mesh\nsleeve for forming an\nelectrical\nconnection with the conductive pins.\n7. The\nelectrical\nconnection system of claim 1, wherein the data interface\ncomprises:\nconductive pins; and\nsockets for receiving the conductive pins, wherein the sockets have a\nconductive mesh\nsleeve for forming an\nelectrical\nconnection with the conductive pins.\n8. The\nelectrical\nconnection system of claim 1, wherein first\nelectrical\nconnector further\ncomprises:\na first coupling portion for mating with the second\nelectrical\nconnector;\na first mounting portion configured to permanently attach the first\nelectrical\nconnector\nto the at least partially\nelectric\nvehicle\n; and\na first coupler for attaching the first coupling portion to the first mounting\nportion,\nthe first coupler allowing relative motion between the first coupling portion\nand the first\nmounting portion.\n9. The\nelectrical\nconnection system of claim 1, wherein high voltage\nelectricity\nis\nbetween about 100 and 1000 VDC.\n10. The\nelectrical\nconnection system of claim 1, wherein high voltage\nelectricity\nis\nbetween about 200 and 800 VDC.\n11. The\nelectrical\nconnection system of claim 1, wherein high voltage\nelectricity\nis\nbetween about 350 and 450 VDC.\n12. An\nelectrical\nconnection system for a\nbattery\nof an at least partially\nelectric\nvehicle\n,\nthe\nelectrical\nconnection system comprising:\na first\nelectrical\nconnector configured to mount to an underside of an at\nleast partially\nelectric\nvehicle\n, comprising:\na first coupling portion for mating with a second coupling portion of a second\nelectrical\nconnector;\nthe second\nelectrical\nconnector configured to mount to a\nbattery\n, comprising:\nthe second coupling portion for mating with the first coupling portion of the\nfirst\nelectrical\nconnector; and\n49\na first coupler for compensating for misalignment between the first and second\nelectrical\nconnectors;\nwherein the first and second coupling portions include:\na high voltage interface for transmitting high voltage\nelectricity\nbetween the\nfirst and second coupling portions;\na data interface for transmitting data between the first and second coupling\nportions; and\na passive shielding mechanism surrounding the data interface to protect the\ndata\ninterface from electromagnetic effects caused by the high voltage\nelectricity\n.\n13. An\nelectrical\nconnection system for a\nbattery\nof an at least partially\nelectric\nvehicle\n,\nthe\nelectrical\nconnection system comprising:\na first\nelectrical\nconnector configured to mount to an underside of an at\nleast partially\nelectric\nvehicle\n, comprising:\na first coupling portion for mating with a second coupling portion of a second\nelectrical\nconnector;\na first mounting portion for attaching the first\nelectrical\nconnector to the\nat\nleast partially\nelectric\nvehicle\n; and\na first coupler attaching the first coupling portion to the first mounting\nportion\nwith a spring mechanism positioned between the first coupling portion and the\nfirst mounting\nportion, the first coupler allowing relative motion between the first coupling\nportion and the\nfirst mounting portion;\nthe second\nelectrical\nconnector configured to mount to a\nbattery\n, comprising:\nthe second coupling portion for mating with the first coupling portion of the\nfirst\nelectrical\nconnector;\nwherein the first coupler compensates for misalignment between the first and\nsecond\nelectrical\nconnectors; and\nwherein the first and second coupling portions include:\na high voltage interface for transmitting high voltage\nelectricity\nbetween the\nfirst and second coupling portions; and\na data interface for transmitting data between the first and second coupling\nportions.\n14. The\nelectrical\nconnection system of claim 13, wherein the second\nelectrical\nconnector\nfurther comprises:\na second mounting portion for attaching the second\nelectrical\nconnector to the\nbattery\n;\nand\na second coupler for attaching the second coupling portion to the second\nmounting\nportion, the second coupler allowing for relative motion between the second\ncoupling portion\nand the second mounting portion; wherein the second coupler further\ncompensates for\nmisalignment between the first and second\nelectrical\nconnectors.\n15. The\nelectrical\nconnection system of claim 13, wherein the first coupler\nis configured\nto allow the first coupling portion to move in vertical and horizontal planes\nwith respect to\nthe first mounting portion.\n16. The\nelectrical\nconnection system of claim 13, wherein the first coupler\ncomprises:\na hole in the first coupling portion; and\na bolt rigidly attached to the first mounting portion and extending through\nthe hole in\nthe first coupling portion, the bolt having a smaller diameter than the hole.\n17. The\nelectrical\nconnection system of claim 16, wherein the first coupler\nfurther\ncomprises a coil spring positioned between the first coupling portion and the\nfirst mounting\nportion.\n18. The\nelectrical\nconnection system of claim 17, wherein the bolt extends\nthrough the\ncenter of the coil spring.\n19. The\nelectrical\nconnection system of claim 13, wherein\nthe first coupling portion further includes a pin having an outside surface;\nthe second coupling portion further includes a socket with an inside surface\nfor\nreceiving the pin; and\nthe pin and socket are configured to ensure lateral alignment between the\nfirst and\nsecond coupling portions.\n20. The\nelectrical\nconnection system of claim 19, wherein the inside\nsurface of the socket\nis a channel, the channel having an inside surface larger than the pin to\nallow for space\nbetween a portion of the inside surface of the channel and a portion of the\noutside surface of\nthe pin.\n51\n21. The\nelectrical\nconnection system of claim 13, wherein the data interface\ncomprises:\na first data interface comprising an array of multiple rows data pins; and\na second data interface comprising an array of multiple rows of sockets\nconfigured to\nmate with the multiple data pins.\n52 | 61/098,724 | United States of America | 2008-09-19 | L'invention concerne un système de connexion conçu pour faciliter des connexions électriques et de données entre la batterie et le véhicule électrique. Les connecteurs sont conçus avec des mécanismes d'alignement pour tenir compte d'un mauvais alignement initial de la batterie et du véhicule tout en assurant cependant un contact positif entre eux. Les mécanismes d'alignement introduisent également de la souplesse dans le système pour assurer que les composants mécaniques du système ne sont pas mis sous des charges ou des contraintes non voulues. Le système de connexion reçoit des connecteurs de données transportant des signaux de communication ainsi que des connecteurs de puissance transportant une électricité haute tension. Les connecteurs de données sont blindés pour empêcher une interférence provoquée par la proximité avec les éléments haute tension. Le système de connexion n'utilise pas de mécanismes de verrouillage ou de blocage mécaniques. | True |
| 331 | Patent 3044438 Summary - Canadian Patents Database | CA 3044438 | NaN | SYSTEM AND METHOD FOR CAMOUFLAGING AND RECHARGING AUTONOMOUSVEHICLES | SYSTEME ET PROCEDE DE CAMOUFLAGE ET DE RECHARGE DE VEHICULES AUTONOMES | NaN | HIGH, DONALD R., O'BRIEN, JOHN J. | NaN | 2017-11-17 | DEETH WILLIAMS WALL LLP | English | WALMART APOLLO, LLC | CLAIMS\nWhat is claimed is:\n1. An unmanned autonomous\nvehicle\nconfigured to deliver packages in a\nproduct delivery\nnetwork, the\nvehicle\ncomprising:\nan outer housing, the outer housing including a first layer that is configured\nto collect solar\nradiation, the first layer being in communication with the external\nenvironment of the\nvehicle\n, and\na second layer that is configured to render a visual display, wherein the\nfirst layer is disposed in\nparallel relation to and is in contact with the second layer, and the second\nlayer is not in\ncommunication with the external environment of the\nvehicle\n;\na conversion circuit disposed within the outer housing, the conversion circuit\ncoupled to\nthe first layer and configured to convert the collected solar radiation to\nelectrical\ncharge;\na\nbattery\ndisposed within the outer housing and coupled to the conversion\ncircuit, the\nbattery\nconfigured to store the\nelectrical\ncharge;\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n2. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of a layer of bonded carbon atoms in a sheet.\n- 14 -\n3. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of different materials.\n4. The unmanned autonomous\nvehicle\nof claim 3, wherein the second layer is\nan organic light\nemitting diode (OLED) layer comprising a plurality of OLEDs.\n5. The unmanned autonomous\nvehicle\nof claim 1, wherein the one or more\nimages are\neffective to camouflage the unmanned autonomous\nvehicle\nwithin its\nenvironment, or wherein the\none or more images comprise an advertisement or marketing information.\n6. The unmanned autonomous\nvehicle\nof claim 1, further comprising a\nprotective layer.\n7. The unmanned autonomous\nvehicle\nof claim 6, wherein the protective layer\ncomprises a\nnanotube.\n8. The unmanned autonomous\nvehicle\nof claim 1, further comprising a camera\nthat is\nconfigured to obtain exterior images of the external environment of the\nunmanned autonomous\nvehicle\n, and wherein the control circuit determines the images to be rendered\nat the second layer\nbased upon the exterior images obtained by the camera.\n9. A method of operating an unmanned autonomous\nvehicle\nto deliver packages\nin a product\ndelivery network, the method comprising:\nsimultaneously collecting solar radiation at a first layer of an outer housing\nof the\nunmanned autonomous\nvehicle\n, and rendering a display at a second layer of the\nhousing of the\nunmanned autonomous\nvehicle\n, the first layer being in communication with the\nexternal\nenvironment of the\nvehicle\n, wherein the first layer is disposed in parallel\nrelation to and is in\ncontact with the second layer, and the second layer is not in communication\nwith the external\nenvironment of the\nvehicle\n;\nconverting the collected solar radiation to\nelectrical\ncharge and storing the\nelectrical\ncharge\nin a\nbattery\n;\n- 15 -\nat the unmanned autonomous\nvehicle\n, independently determining one or more\nimages to\nrender at the second layer, and to causing the one or more images to be\nrendered at the second\nlayer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n10. The method of claim 9, wherein the first layer and the second layer are\nconstructed of\ndifferent materials.\n11. An apparatus that is configured to simultaneously re-charge a\nbattery\nand display an image,\nthe apparatus comprising:\na first layer that is configured to collect solar radiation;\na second layer adjacent to the first layer and configured to render a visual\ndisplay;\nwherein the first layer being in communication with the external environment\nof the\nvehicle\n;\nwherein the first layer is disposed in parallel relation to and is in contact\nwith the second\nlayer, and the second layer is not in communication with the external\nenvironment of the\nvehicle\n;\na conversion circuit coupled to the first layer and configured to convert the\ncollected solar\nradiation to\nelectrical\ncharge;\na\nbattery\ncoupled to the conversion circuit, the\nbattery\nconfigured to store\nthe\nelectrical\ncharge;\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\n- 16 -\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n12. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed of\na layer of bonded carbon atoms in a sheet.\n13. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed of\ndifferent materials.\n14. The apparatus of claim 11, wherein the second layer is an organic light\nemitting diode\n(OLED) layer comprising a plurality of OLEDs.\n15. The apparatus of claim 11, wherein the one or more images are effective\nto camouflage an\nunmanned autonomous\nvehicle\nwithin its environment, or the one or more images\ncomprise an\nadvertisement or marketing information.\n16. The apparatus of claim 11, further comprising a protective layer.\n17. The apparatus of claim 16, wherein the protective layer comprises a\nnanotube.\n- 17 -\nCLAIMS\nWhat is claimed is:\n1. An unmanned autonomous\nvehicle\nconfigured to deliver packages in a\nproduct\ndelivery network, the\nvehicle\ncomprising:\nan outer housing, the outer housing including a first layer that is configured\nto collect solar\nradiation, the first layer being in communication with the external\nenvironment of the\nvehicle\n, and\na second layer that is configured to render a visual display, wherein the\nfirst layer is disposed in\nparallel relation to and is in contact with the second layer, and the second\nlayer is not in\ncommunication with the external environment of the\nvehicle\n;\na conversion circuit disposed within the outer housing, the conversion circuit\ncoupled to\nthe first layer and configured to convert the collected solar radiation to\nelectrical\ncharge;\na\nbattery\ndisposed within the outer housing and coupled to the conversion\ncircuit, the\nbattery\nconfigured to store the\nelectrical\ncharge;\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n- 14 -\n2. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of a layer of bonded carbon atoms in a sheet.\n3. The unmanned autonomous\nvehicle\nof claim 1, wherein the first layer and\nthe second layer\nare constructed of different materials.\n4. The unmanned autonomous\nvehicle\nof claim 43, wherein the second layer is\nan organic\nlight emitting diode (OLED) layer comprising a plurality of OLEDs.\n5. The unmanned autonomous\nvehicle\nof claim 1, wherein the one or more\nimages are\neffective to camouflage the unmanned autonomous\nvehicle\nwithin its\nenvironment, or wherein the\none or more images comprise an advertisement or marketing information.\n6. The unmanned autonomous\nvehicle\nof claim 1, further comprising a\nprotective layer.\n7. The unmanned autonomous\nvehicle\nof claim 76, wherein the protective\nlayer comprises a\nnanotube.\n8. The unmanned autonomous\nvehicle\nof claim 1, further comprising a camera\nthat is\nconfigured to obtain exterior images of the external environment of the\nunmanned autonomous\nvehicle\n, and wherein the control circuit determines the images to be rendered\nat the second layer\nbased upon the exterior images obtained by the camera.\n9. A method of operating an unmanned autonomous\nvehicle\nto delivery deliver\npackages in a\nproduct delivery network, the method comprising:\nsimultaneously collecting solar radiation at a first layer of an outer housing\nof the\nunmanned autonomous\nvehicle\n, and rendering a display at a second layer of the\nhousing of the\nunmanned autonomous\nvehicle\n. the first layer being in communication with the\nexternal\nenvironment of the\nvehicle\n, wherein the first layer is disposed in parallel\nrelation to and is in\ncontact with the second layer, and the second layer is not in communication\nwith the external\nenvironment of the\nvehicle\n;\n- 15 -\nconverting the collected solar radiation to\nelectrical\ncharge and storing the\nelectrical\ncharge\nin a\nbattery\n;\nat the unmanned autonomous\nvehicle\n, independently determining one or more\nimages to\nrender at the second layer, and to causing the one or more images to be\nrendered at the second\nlayer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the extemal environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid;\nwherein the first image and the second image dynamically change over time.\n10. The method of claim 109, wherein the first layer and the second layer are\nconstructed of\ndifferent materials.\n11. An apparatus that is configured to simultaneously re-charge a\nbattery\nand\ndisplay an image,\nthe apparatus comprising:\na first layer that is configured to collect solar radiation;\na second layer adjacent to the first layer and configured to render a visual\ndisplay;\nwherein the first layer being in communication with the external environment\nof the\nvehicle\n;\nwherein the first layer is disposed in parallel relation to and is in contact\nwith the second\nlayer, and the second layer is not in communication with the external\nenvironment of the\nvehicle\n:\na conversion circuit coupled to the first layer and configured to convert the\ncollected solar\nradiation to\nelectrical\ncharge;\na\nbattery\ncoupled to the conversion circuit, the\nbattery\nconfigured to store\nthe\nelectrical\ncharge;\n- 16 -\na control circuit coupled to the second layer, the control circuit configured\nto independently\ndetermine one or more images to render at the second layer, and to cause the\none or more images\nto be rendered at the second layer;\nwherein the solar radiation is collected at the first layer simultaneously\nwith the images\nbeing rendered at the second layer;\nwherein the images are projected from the second layer through the first layer\nfor viewing\nby an observer in the external environment outside the\nvehicle\n;\nwherein the second layer includes a first display area configured to display a\nfirst image\nand a second display area configured to display a second image;\nwherein the content of the first image and the content of the second image are\ndifferent\nand are selected based upon a location of the\nvehicle\n, a time of day, or an\namount paid:,\nwherein the first image and the second image dynamically change over time.\n12. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed\nof a layer of bonded carbon atoms in a sheet.\n13. The apparatus of claim 11, wherein the first layer and the second layer\nare constructed\nof different materials.\n14. The apparatus of claim 11, wherein the second layer is an organic light\nemitting diode\n(OLED) layer comprising a plurality of OLEDs.\n15. The apparatus of claim 11, wherein the one or more images are effective to\ncamouflage\nan unmanned autonomous\nvehicle\nwithin its environment, or the one or more\nimages comprise an\nadvertisement or marketing information.\n16. The apparatus of claim 11, further comprising a protective layer.\n- 17 -\n17. The apparatus of claim 16, wherein the protective layer comprises a\nnanotube.\n- 18 - | 62/425,124 | United States of America | 2016-11-22 | Un véhicule autonome sans pilote est conçu pour distribuer des paquets dans un réseau de distribution de produits. Le véhicule comprend un carter externe, un circuit de conversion, une batterie et un circuit de commande. Le carter externe comprend une première couche qui est conçue pour collecter un rayonnement solaire, et une seconde couche qui est conçue pour rendre un affichage visuel. Le circuit de conversion est disposé à l'intérieur du carter externe, et est couplé à la première couche. Le circuit de conversion est conçu pour convertir le rayonnement solaire collecté en charge électrique et accumuler la charge dans une batterie. Le circuit de commande est couplé à la seconde couche et est conçu pour déterminer indépendamment une ou plusieurs images en vue d'un rendu au niveau de la seconde couche, et pour amener la ou les images à être rendues au niveau de la seconde couche. Le rayonnement solaire est collecté au niveau de la première couche simultanément avec les images rendues au niveau de la seconde couche. | True |
| 332 | Patent 2941349 Summary - Canadian Patents Database | CA 2941349 | NaN | CHARGING DEVICE, CHARGING CONTROL METHOD,ELECTRICITYSTORAGE DEVICE, POWER STORAGE DEVICE, POWER SYSTEM, ANDELECTRICVEHICLE | DISPOSITIF DE CHARGE, PROCEDE DE COMMANDE DE CHARGE, DISPOSITIF DE STOCKAGE D'ELECTRICITE, DISPOSITIF DE STOCKAGE D'ENERGIE, SYSTEME D'ALIMENTATION ET VEHICULE ELECTRIQUE | NaN | SUGENO, NAOYUKI, ASAI, HISATO, KUMAGAI, EIJI, IMAMURA, NORITOSHI, UMETSU, KOJI | 2021-04-27 | 2015-03-18 | GOWLING WLG (CANADA) LLP | English | MURATA MANUFACTURING CO., LTD. | 23\nCLAIMS\n1. A charging device, comprising:\na charging voltage providing unit configured to provide a maximum\ncharging voltage for an\nelectricity\nstorage unit, wherein the\nelectricity\nstorage\nunit includes a plurality of\nbattery\ncells, and\nwherein the charging voltage providing unit is configured to\ndetermine the maximum charging voltage by using a maximum cell voltage\namong cell voltages of the plurality of\nbattery\ncells such that the maximum\ncharging voltage satisfies an equation (1) below:\nMaximum Charging Voltage =\nTotal\nBattery\nVoltage +(Fully Charged Voltage - Maximum Cell Voltage)* n\n(1)\nwherein Maximum Charging Voltage represents the maximum charging\nvoltage, Total\nBattery\nVoltage represents a total\nbattery\nvoltage of the\nplurality of\nbattery\ncells, Fully Charged Voltage represents a fully charged voltage\ncorresponding to a cell voltage that is fully charged, Maximum Cell Voltage\nrepresents the maximum cell voltage, and n represents a total number of the\nbattery\ncells connected in series.\n2. The charging device according to claim 1, wherein the maximum charging\nvoltage\nfurther satisfies an equation (2) below:\nMaximum Charging Voltage = Charging Set Voltage - Vd (2)\nwherein Vd is a sum total of a voltage difference between the maximum\ncell voltage and the cell voltage corresponding to each of the\nbattery\ncells\nconnected in series, and\nwherein Charging Set Voltage represents a charging set voltage that is a\nproduct of the fully charged voltage and the total number of the\nbattery\ncells\nconnected in series.\n3. The charging device according to claim 1, further comprising a voltage\ndetector\nconfigured to detect the total\nbattery\nvoltage.\nCA 2941349 2020-03-13\n24\n4. The charging device according to claim 2, further comprising a\ncomparison\noperator configured to perform a comparison operation on the charging set\nvoltage and\nthe total\nbattery\nvoltage.\n5. The charging device according to claim 2, further comprising:\na voltage detector configured to detect the total\nbattery\nvoltage; and\na comparison operator configured to perform a comparison operation on the\ncharging set voltage and the total\nbattery\nvoltage.\n6. The charging device according to claim 1, wherein at least one of the\nbattery\ncells\nincludes a positive electrode active material having an olivine structure.\n7. The charging device according to any one of claims 1- 6, further\ncomprises:\na module configured to determine the maximum cell voltage.\n8. A charging control method comprising:\nproviding a maximum charging voltage for an\nelectricity\nstorage unit by a\ncharging voltage providing unit, wherein the\nelectricity\nstorage unit includes\na plurality\nof\nbattery\ncells, and\nwherein the maximum charging voltage is determined by using a maximum cell\nvoltage among cell voltages of the plurality of\nbattery\ncells such that the\nmaximum\ncharging voltage satisfies an equation (1) below:\nMaximum Charging Voltage = Total\nBattery\nVoltage +(Fully Charged Voltage -\nMaximum Cell Voltage)* n (1)\nwherein Maximum Charging Voltage represents the maximum\ncharging voltage, Total\nBattery\nVoltage represents a total\nbattery\nvoltage of\nthe\nplurality of\nbattery\ncells, Fully Charged Voltage represents a fully charged\nvoltage corresponding to a cell voltage that is fully charged, Maximum Cell\nVoltage represents the maximum cell voltage, and n represents a total number\nof the\nbattery\ncells connected in series.\nCA 2941349 2020-03-13\n25\n9. The method according to claim 8, wherein the maximum charging voltage\nsatisfies\nan equation (2) below:\nMaximum Charging Voltage = Charging Set Voltage - Vd (2)\nwherein Vd is a sum total of a voltage difference between the maximum\ncell voltage and the cell voltage corresponding to each of the\nbattery\ncells\nconnected in series, and\nwherein Charging Set Voltage represents a charging set voltage that is a\nproduct of the fully charged voltage and the total number of the\nbattery\ncells\nconnected in series,\nthe method comprising determining Vd to determine the maximum\ncharging voltage based on the equation (2).\n10. The method according to claim 9, further comprising:\nperforming a comparison operation on the charging set voltage and\nthe total\nbattery\nvoltage.\n11. The method according to claim 9 or 10, further comprises:\ndetecting the total\nbattery\nvoltage.\n12. The method according to any one of claims 9 to 11, further comprises:\ndetermining the maximum cell voltage.\n13. An\nelectricity\nstorage device, comprising:\nan\nelectricity\nstorage unit including a plurality of\nbattery\ncells; and\na charging voltage providing unit configured to provide a maximum charging\nvoltage for the\nelectricity\nstorage unit, and\nwherein the charging voltage providing unit is configured to determine the\nmaximum charging voltage by using a maximum cell voltage among cell voltages\nof the plurality of\nbattery\ncells such that the maximum charging voltage\nsatisfies an\nequation (1) below:\nMaximum Charging Voltage =\nTotal\nBattery\nVoltage +(Fully Charged Voltage - Maximum Cell Voltage)* n\nCA 2941349 2020-03-13\n26\n(1)\nwherein Maximum Charging Voltage represents the maximum\ncharging voltage, Total\nBattery\nVoltage represents a total voltage of the\nplurality of\nbattery\ncells, Fully Charged Voltage represents a fully charged\nvoltage corresponding to a cell voltage that is fully charged, Maximum Cell\nVoltage represents the maximum cell voltage, and n represents a total number\nof the\nbattery\ncells connected in series.\n14. The\nelectricity\nstorage device according to claim 13, wherein the\nmaximum\ncharging voltage further satisfies an equation (2) below\nMaximum Charging Voltage = Charging Set Voltage - Vd (2)\nwherein Vd is a sum total of a voltage difference between the maximum\ncell voltage and the cell voltage corresponding to each of the\nbattery\ncells\nconnected in series,\nwherein Charging Set Voltage represents a charging set voltage that is a\nproduct of the fully charged voltage and the total number of the\nbattery\ncells\nconnected in series.\n15. The\nelectricity\nstorage device according to claim 13, wherein the\nelectricity\nstorage unit further comprises a voltage detector configured to detect the\ntotal\nbattery\nvoltage.\n16. The\nelectricity\nstorage device according to claim 15, further\ncomprising a\ncomparison operator configured to perform a comparison operation on a charging\nset\nvoltage and the total\nbattery\nvoltage, the charging set voltage being a\nproduct of the\nfully charged voltage and the total number of the\nbattery\ncells connected in\nseries.\n17. The\nelectricity\nstorage device according to any one of claims 13 - 16,\nwherein at\nleast one of the\nbattery\ncells includes a positive electrode active material\nhaving an olivine\nstructure.\nCA 2941349 2020-03-13\n27\n18. A power system comprising the\nelectricity\nstorage device according to\nany one\nof claims 13 - 17,\nwherein the power system is configured to control charging and discharging of\nthe\nelectricity\nstorage device based on information received by an\nelectric\npower\ninformation transceiver configured to transmit and receive signals through a\nnetwork.\n19. A system comprising:\nthe\nelectricity\nstorage device according to any one of claims 13 - 17; and\ncircuitry to control the\nelectricity\nstorage device.\n20. An\nelectric\nvehicle\ncomprising the\nelectricity\nstorage device according\nto any\none of claims 13 - 17, wherein the\nelectric\nvehicle\nincludes:\na converting device configured to convert\nelectric\npower supplied from the\nelectricity\nstorage device into a driving force for the\nvehicle\n; and\na control device configured to control the\nvehicle\nbased on information\ncorresponding to the\nelectricity\nstorage device.\nCA 2941349 2020-03-13 | 2014-078088 | Japan | 2014-04-04 | L'invention concerne un dispositif de charge comprenant une unité de fourniture de tension de charge configurée de sorte à fournir une tension de charge maximale pour une unité de stockage d'électricité, l'unité de stockage d'électricité comprenant une pluralité de cellules de batterie et la tension de charge maximale satisfaisant une équation (1) ci-dessous : tension de charge maximale = tension totale de batterie + (tension complètement chargée - tension de cellule maximale) * n (1) dans laquelle n représente un nombre total des cellules de batterie raccordées en série. | True |
| 333 | Patent 2941349 Summary - Canadian Patents Database | CA 2941349 | NaN | CHARGING DEVICE, CHARGING CONTROL METHOD,ELECTRICITYSTORAGE DEVICE, POWER STORAGE DEVICE, POWER SYSTEM, ANDELECTRICVEHICLE | DISPOSITIF DE CHARGE, PROCEDE DE COMMANDE DE CHARGE, DISPOSITIF DE STOCKAGE D'ELECTRICITE, DISPOSITIF DE STOCKAGE D'ENERGIE, SYSTEME D'ALIMENTATION ET VEHICULE ELECTRIQUE | NaN | SUGENO, NAOYUKI, ASAI, HISATO, KUMAGAI, EIJI, IMAMURA, NORITOSHI, UMETSU, KOJI | 2021-04-27 | 2015-03-18 | GOWLING WLG (CANADA) LLP | English | MURATA MANUFACTURING CO., LTD. | 23\nCLAIMS\n1. A charging device, comprising:\na charging voltage providing unit configured to provide a maximum\ncharging voltage for an\nelectricity\nstorage unit, wherein the\nelectricity\nstorage\nunit includes a plurality of\nbattery\ncells, and\nwherein the charging voltage providing unit is configured to\ndetermine the maximum charging voltage by using a maximum cell voltage\namong cell voltages of the plurality of\nbattery\ncells such that the maximum\ncharging voltage satisfies an equation (1) below:\nMaximum Charging Voltage =\nTotal\nBattery\nVoltage +(Fully Charged Voltage - Maximum Cell Voltage)* n\n(1)\nwherein Maximum Charging Voltage represents the maximum charging\nvoltage, Total\nBattery\nVoltage represents a total\nbattery\nvoltage of the\nplurality of\nbattery\ncells, Fully Charged Voltage represents a fully charged voltage\ncorresponding to a cell voltage that is fully charged, Maximum Cell Voltage\nrepresents the maximum cell voltage, and n represents a total number of the\nbattery\ncells connected in series.\n2. The charging device according to claim 1, wherein the maximum charging\nvoltage\nfurther satisfies an equation (2) below:\nMaximum Charging Voltage = Charging Set Voltage - Vd (2)\nwherein Vd is a sum total of a voltage difference between the maximum\ncell voltage and the cell voltage corresponding to each of the\nbattery\ncells\nconnected in series, and\nwherein Charging Set Voltage represents a charging set voltage that is a\nproduct of the fully charged voltage and the total number of the\nbattery\ncells\nconnected in series.\n3. The charging device according to claim 1, further comprising a voltage\ndetector\nconfigured to detect the total\nbattery\nvoltage.\nCA 2941349 2020-03-13\n24\n4. The charging device according to claim 2, further comprising a\ncomparison\noperator configured to perform a comparison operation on the charging set\nvoltage and\nthe total\nbattery\nvoltage.\n5. The charging device according to claim 2, further comprising:\na voltage detector configured to detect the total\nbattery\nvoltage; and\na comparison operator configured to perform a comparison operation on the\ncharging set voltage and the total\nbattery\nvoltage.\n6. The charging device according to claim 1, wherein at least one of the\nbattery\ncells\nincludes a positive electrode active material having an olivine structure.\n7. The charging device according to any one of claims 1- 6, further\ncomprises:\na module configured to determine the maximum cell voltage.\n8. A charging control method comprising:\nproviding a maximum charging voltage for an\nelectricity\nstorage unit by a\ncharging voltage providing unit, wherein the\nelectricity\nstorage unit includes\na plurality\nof\nbattery\ncells, and\nwherein the maximum charging voltage is determined by using a maximum cell\nvoltage among cell voltages of the plurality of\nbattery\ncells such that the\nmaximum\ncharging voltage satisfies an equation (1) below:\nMaximum Charging Voltage = Total\nBattery\nVoltage +(Fully Charged Voltage -\nMaximum Cell Voltage)* n (1)\nwherein Maximum Charging Voltage represents the maximum\ncharging voltage, Total\nBattery\nVoltage represents a total\nbattery\nvoltage of\nthe\nplurality of\nbattery\ncells, Fully Charged Voltage represents a fully charged\nvoltage corresponding to a cell voltage that is fully charged, Maximum Cell\nVoltage represents the maximum cell voltage, and n represents a total number\nof the\nbattery\ncells connected in series.\nCA 2941349 2020-03-13\n25\n9. The method according to claim 8, wherein the maximum charging voltage\nsatisfies\nan equation (2) below:\nMaximum Charging Voltage = Charging Set Voltage - Vd (2)\nwherein Vd is a sum total of a voltage difference between the maximum\ncell voltage and the cell voltage corresponding to each of the\nbattery\ncells\nconnected in series, and\nwherein Charging Set Voltage represents a charging set voltage that is a\nproduct of the fully charged voltage and the total number of the\nbattery\ncells\nconnected in series,\nthe method comprising determining Vd to determine the maximum\ncharging voltage based on the equation (2).\n10. The method according to claim 9, further comprising:\nperforming a comparison operation on the charging set voltage and\nthe total\nbattery\nvoltage.\n11. The method according to claim 9 or 10, further comprises:\ndetecting the total\nbattery\nvoltage.\n12. The method according to any one of claims 9 to 11, further comprises:\ndetermining the maximum cell voltage.\n13. An\nelectricity\nstorage device, comprising:\nan\nelectricity\nstorage unit including a plurality of\nbattery\ncells; and\na charging voltage providing unit configured to provide a maximum charging\nvoltage for the\nelectricity\nstorage unit, and\nwherein the charging voltage providing unit is configured to determine the\nmaximum charging voltage by using a maximum cell voltage among cell voltages\nof the plurality of\nbattery\ncells such that the maximum charging voltage\nsatisfies an\nequation (1) below:\nMaximum Charging Voltage =\nTotal\nBattery\nVoltage +(Fully Charged Voltage - Maximum Cell Voltage)* n\nCA 2941349 2020-03-13\n26\n(1)\nwherein Maximum Charging Voltage represents the maximum\ncharging voltage, Total\nBattery\nVoltage represents a total voltage of the\nplurality of\nbattery\ncells, Fully Charged Voltage represents a fully charged\nvoltage corresponding to a cell voltage that is fully charged, Maximum Cell\nVoltage represents the maximum cell voltage, and n represents a total number\nof the\nbattery\ncells connected in series.\n14. The\nelectricity\nstorage device according to claim 13, wherein the\nmaximum\ncharging voltage further satisfies an equation (2) below\nMaximum Charging Voltage = Charging Set Voltage - Vd (2)\nwherein Vd is a sum total of a voltage difference between the maximum\ncell voltage and the cell voltage corresponding to each of the\nbattery\ncells\nconnected in series,\nwherein Charging Set Voltage represents a charging set voltage that is a\nproduct of the fully charged voltage and the total number of the\nbattery\ncells\nconnected in series.\n15. The\nelectricity\nstorage device according to claim 13, wherein the\nelectricity\nstorage unit further comprises a voltage detector configured to detect the\ntotal\nbattery\nvoltage.\n16. The\nelectricity\nstorage device according to claim 15, further\ncomprising a\ncomparison operator configured to perform a comparison operation on a charging\nset\nvoltage and the total\nbattery\nvoltage, the charging set voltage being a\nproduct of the\nfully charged voltage and the total number of the\nbattery\ncells connected in\nseries.\n17. The\nelectricity\nstorage device according to any one of claims 13 - 16,\nwherein at\nleast one of the\nbattery\ncells includes a positive electrode active material\nhaving an olivine\nstructure.\nCA 2941349 2020-03-13\n27\n18. A power system comprising the\nelectricity\nstorage device according to\nany one\nof claims 13 - 17,\nwherein the power system is configured to control charging and discharging of\nthe\nelectricity\nstorage device based on information received by an\nelectric\npower\ninformation transceiver configured to transmit and receive signals through a\nnetwork.\n19. A system comprising:\nthe\nelectricity\nstorage device according to any one of claims 13 - 17; and\ncircuitry to control the\nelectricity\nstorage device.\n20. An\nelectric\nvehicle\ncomprising the\nelectricity\nstorage device according\nto any\none of claims 13 - 17, wherein the\nelectric\nvehicle\nincludes:\na converting device configured to convert\nelectric\npower supplied from the\nelectricity\nstorage device into a driving force for the\nvehicle\n; and\na control device configured to control the\nvehicle\nbased on information\ncorresponding to the\nelectricity\nstorage device.\nCA 2941349 2020-03-13 | 2014-078088 | Japan | 2014-04-04 | L'invention concerne un dispositif de charge comprenant une unité de fourniture de tension de charge configurée de sorte à fournir une tension de charge maximale pour une unité de stockage d'électricité, l'unité de stockage d'électricité comprenant une pluralité de cellules de batterie et la tension de charge maximale satisfaisant une équation (1) ci-dessous : tension de charge maximale = tension totale de batterie + (tension complètement chargée - tension de cellule maximale) * n (1) dans laquelle n représente un nombre total des cellules de batterie raccordées en série. | True |
| 334 | Patent 2539362 Summary - Canadian Patents Database | CA 2539362 | NaN | SADDLE RIDINGVEHICLE | VEHICULE DE RANDONNEE A ENFOURCHER | NaN | OKADA, MEGUMU, YAGI, KEITA, KAITA, KIHOKO | 2011-09-20 | 2006-03-10 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | Page 27\nWHAT IS CLAIMED IS:\n1. A saddle riding\nvehicle\ncomprising:\nan engine supported by a\nvehicle\nbody frame;\na steering shaft attached to the\nvehicle\nbody frame to be freely\nrotatable;\nan\nelectric\npower steering device having a handle attached to an upper\nportion of the steering shaft and having an actuator unit provided on the\nsteering\nshaft; and\nan\nelectric\nmotor is provided in the actuator unit at a position offset\nrelative to a first centerline of said riding\nvehicle\n;\nthe riding\nvehicle\nhaving a left and right side with said first centerline\nextending parallel to the left and right side and a front and rear ends with a\nsecond centerline extending parallel to the front and rear ends; and\nwherein with respect to a top view of said riding\nvehicle\n, a\nbattery\nand\na muffler are positioned on a side of the first centerline opposite the\nposition of\nthe\nelectric\nmotor, and said\nbattery\nand said muffler are positioned on a side\nof\nthe second centerline opposite the position of the\nelectric\nmotor.\n2. The saddle riding\nvehicle\naccording to claim 1, wherein the\nelectric\nmotor and the\nbattery\nand the muffler are approximately disposed at equal\ndistances either side of the first centerline.\nPage 28\n3. The saddle riding\nvehicle\naccording to claim 1 or 2, wherein the\nengine with respect to the first centerline is disposed centrally between the\nelectric\nmotor, the\nbattery\nand the muffler.\n4. The saddle riding\nvehicle\naccording to claim 1, 2 or 3, wherein the\nelectric\nmotor is disposed generally parallel to the first centerline when\nviewed\nfrom above.\n5. The saddle riding\nvehicle\naccording to claim 1, including a plurality of\nbearings supporting the steering shaft on the\nvehicle\nbody frame wherein at\nleast\none of the bearings is a self-aligning bearing.\n6. The saddle riding\nvehicle\naccording to claim 5, wherein a pair of said\nplurality of the bearings is arranged above and below the actuator unit.\n7. The saddle riding\nvehicle\naccording to claim 5, wherein said plurality\nof bearings include a self-aligning bearing disposed above the actuator unit.\n8. The saddle riding\nvehicle\naccording to claim 5, 6, or 7 wherein the\nbearings are held by holders, and the holders are attached to the\nvehicle\nbody\nframe side by bolts to be freely detachable therefrom.\nPage 29\n9. The saddle riding\nvehicle\naccording to claim 5, 6, 7 or 8 wherein the\nsteering shaft and the actuator unit are coupled to each other by splines.\n10. The saddle riding\nvehicle\naccording to claim 5, wherein one self-\naligning bearing is disposed on a lower end of the steering shaft.\n11. The saddle riding\nvehicle\naccording to claim 10 wherein one self-\naligning bearing is disposed above the actuator unit. | 2005-101023 | Japan | 2005-03-31 | L'équilibrage du poids de la carrosserie d'un véhicule est prévu sur un véhicule tout terrain où un moteur est supporté par l'ossature de carrosserie; un dispositif de direction électrique est muni d'un actionneur et est monté sur l'arbre de direction. Un moteur électrique équipe l'actionneur, et les objets lourds, y compris une batterie et un silencieux, sont placé du côté opposé du moteur électrique placé sur la largeur du véhicule, par rapport à l'axe de carrosserie dudit véhicule, qui se prolonger dans le sens longitudinal du véhicule par rapport au moteur.L'arbre de direction, plus court est plus léger, est supporté par l'ossature de carrosserie du véhicule par le biais d'un roulement radial et de roulements à billes. Au moins un roulement de la série de roulements est du type à rotule. | True |
| 335 | Patent 3023062 Summary - Canadian Patents Database | CA 3023062 | NaN | AVEHICLEPNEUMATIC POWER AND DRAG REDUCTION SYSTEM | UNE ALIMENTATION DE VEHICULE PNEUMATIQUE ET UN SYSTEME DE REDUCTION DE LA TRAINEE | NaN | ANTROBUS, CRAIG L. | 2019-09-17 | 2018-11-05 | NaN | English | ANTROBUS, CRAIG L. | CLAIMS\nWhat is claimed is:\n1. A\nvehicle\nsystem, comprising:\na power system comprising at least one air motor in communication with each\nwheel axle, said power system being configured as a power train, wherein\neach of said motors is configured to transmit power to its associated\nwheel;\nat least one liquid air storage tank being sufficiently covered with\ninsulation to\nmaintain a constant temperature to deliver liquid air to the air supply tank;\nat least one air tank, said at least one air supply tank being sufficiently\ncovered by\ntank heat trace lines so as to maintain a desired level of tank heat and\nheating elements within the tank to sufficiently heat the liquid air when\ninjected into the air supply tank;\nan exhaust air system comprising of manifold that powers an air turbine motor\ngenerator that produces\nelectricity\nfor the\nvehicle\nsystem;\nin which the\nvehicle\nfurther includes active aerodynamic with air intake grids\nconfigured to divert air toward\nvehicle\nwheels and windshield.\n2. The system of claim 1, in which the\nvehicle\nfurther includes a drag\nreducing\narrangement configured to blend mirrors with camera into\nvehicle\nbody.\n3. The system of claim 1, in which the\nvehicle\nfurther includes an\naerodynamic\npower regeneration system in which air from front grid turns impeller\ngenerators to\ngenerate power for\nbattery\nrecharging.\n32\n4. The system of claim 1, in which the\nvehicle\nfurther includes a cabin\ncooling\nsystem comprising a cooling coil that is cooled by the exhaust air from the\nvehicle\nto cool\nthe\nvehicle\ncabin.\n5. The system of claim 1, in which the\nvehicle\nfurther includes a station\nfor rapid\nfilling of tanks with liquid air.\n6. The system of claim 1, in which the\nvehicle\nfurther includes a plug-in\noption for a\n12-volt charge system connected to a power inverter to provide energy for\nheating the air\nsupply tank.\n7. The system of claim 1, in which the heat lines are attached to all\npiping to heat the\nair in the piping for increased system efficiency.\n8. The system of claim 1, in which individual pneumatic motors controlling\neach\nwheel eliminates need for conventional engine, transmission and powertrain\nwhich\ncreates greater efficiency due to reduced mechanical friction losses.\n9. The system of claim 1, in which the exhaust air system powers an exhaust\nmotor\ngenerator that produces\nelectricity\nfor\nbatteries\n.\n33\n10. A\nvehicle\nsystem comprising:\na wheeled\nvehicle\npropelled by operation of a compressed air system supplied\nby liquid\nair, the\nvehicle\ncomprising:\na plurality of pneumatic motors, one each pneumatic motor connected to each\nwheel, the pneumatic motors configured to use compressed air to drive\neach wheel;\na system in which during operation of the\nvehicle\nby the compressed air\nsystem,\nair heated by heating lines and elements are distributed substantially\nevenly to each of the pneumatic motors;\na system in which a valve at each wheel adjusts air flow to the wheel's\ncorresponding pneumatic motor during turning of the\nvehicle\n.\n11. The system of claim 10, in which individual pneumatic motors\ncontrolling each\nwheel eliminates need for conventional engine, transmission and powertrain\nwhich\nincreases the power to the wheel ratio above conventional delivery systems.\n12. The system of claim 10, in which exhaust from the compressed air system\npowers\nan exhaust motor generator to provide\nelectricity\nto\nbattery\nand heating\nsystems.\n13. The system of claim 10, in which the\nelectrical\nsystem is recharged by\na 12-volt\ncharge system connected to\nbatteries\n.\n34\n14. The system of claim 10, in which air from a front grill is diverted to\nimpeller\ngenerators configured to generate power and diverts to wheels and windshield\nto reduce\ndrag.\n15. The system of claim 10, in which air at least entering the front grill\nis further\nexhausted in front of front wheels which diverts oncoming air around the front\nwheels\nand further reduces drag.\n16. The system of claim 10, in which mirrors and cameras are blended into a\nside\nbody of the\nvehicle\npromoting at least one of a wider field of operator view\nand reduced\ndrag.\n17. A system comprising:\nmeans for power system with compressed air operation which include:\nmeans for transferring power directly from source to wheels;\nmeans for power and drag reduction;\nmeans for tank and air heating systems;\nmeans for active aerodynamic with air intake grids towards wheels and\nwindshield;\nmeans for aerodynamic power regeneration system;\nmeans for cabin heating and cooling;\nmeans for plugin\nelectric\npower supply for heating. | NaN | NaN | NaN | Des systèmes dalimentation, des systèmes de chauffage, des systèmes de régénération électrique et des systèmes de réduction de la traînée dair pour un véhicule à roues sont fournis. Les systèmes comprennent un véhicule comprenant un système à air comprimé et un système électrique. Le système de réduction de puissance et de traînée comprend également une pluralité de moteurs pneumatiques, reliés chacun à chaque roue, les moteurs pneumatiques utilisant de lair comprimé pour entraîner chaque roue. Le système électrique prend en charge le freinage du véhicule et régénère lélectricité des batteries du véhicule. Un échangeur de chaleur chauffe lair en expansion et est configuré pour distribuer de manière sensiblement uniforme ledit air chauffé aux moteurs pneumatiques. Lair dune grille avant est acheminé vers des turbines qui font tourner des générateurs électriques pour régénérer leur puissance et réduire la traînée. Un système de réduction de la traînée mélangeant des miroirs avec une caméra dans la carrosserie du véhicule est inclus, ainsi quun système de charge dentretien courant de 120 volts et un système de charge rapide (CC) pour le chargement de la batterie. | True |
| 336 | Patent 3102847 Summary - Canadian Patents Database | CA 3102847 | NaN | ELECTRICVEHICLE | VEHICULE ELECTRIQUE | NaN | BERGSTROM, MARK P., JOHNSON, BENJAMIN M., HERTZBERG, BRIAN T., RASKE, BRENT D., OWEN, GARY V., HELGESON, DAVID D., JEPSEN, JEFFREY G., JOHNSON, ALYSSA D. | 2023-06-13 | 2016-01-20 | MARKS & CLERK | English | WAEV INC. | What is claimed is:\n1. An\nelectric\nvehicle\nincluding:\na plurality of ground engaging members including a first portion of the\nplurality of ground engaging members positioned in a front portion of the\nvehicle\nand\na second portion of the plurality of ground engaging members positioned in a\nrear\nportion of the\nvehicle\n;\na chassis supported by the plurality of ground engaging members;\nan\nelectric\nmotor supported by the chassis and operative to provide\npower to at least one of the ground engaging members;\na plurality of\nbatteries\nproviding\nelectric\npower to the\nelectric\nmotor;\nan operator seating area supported by the chassis and positioned in a\nmiddle portion of the\nvehicle\n;\nan independent front suspension assembly;\nan independent rear suspension assembly including a left rear\nsuspension assembly and a right rear suspension assembly,\nwherein the plurality of\nbatteries\nare positioned in the rear portion of the\nvehicle\nlaterally between the second portion of the plurality of ground\nengaging\nmembers, and laterally between the left rear suspension assembly and the right\nrear\nsuspension assembly; and\na frame assembly including a front frame module, a rear frame module,\nand a middle frame module coupled to the front and rear frame modules, wherein\nthe\nmiddle frame module comprises a floor frame which further includes a pair of\nrear\nframe members coupled to and extending longitudinally from a rear beam of the\nfloor\nframe to a position directly under the rear frame module and rearward of the\nsecond\nportion of the plurality of ground engaging members positioned rearward of the\nseating area.\n2. The\nvehicle\nof claim 1, wherein the\nelectric\nmotor is positioned in the\nfront portion of the\nvehicle\n.\n3. The\nvehicle\nof claim 1 or 2, further including a tray holding the\nplurality\nof\nbatteries\nand being positioned between the left and right rear suspension\nassemblies, wherein the tray is supported by the middle portion of the\nvehicle\n.\n-58-\nDate Recue/Date Received 2022-08-18\n4. The\nvehicle\nof claim 3, wherein the left rear suspension assembly and\nthe right rear suspension assembly further comprise shock absorbers that flank\nthe\ntray holding the plurality of\nbatteries\n.\n5. The\nvehicle\nof claim 1 or 2, wherein the left rear suspension assembly\nand the right rear suspension assembly further comprise shock absorbers that\nflank\na tray holding the plurality of\nbatteries\n.\n6. The\nvehicle\nof any one of claims 1 to 5, wherein the left rear\nsuspension assembly and the right rear suspension assembly comprise trailing\narms\ncoupled to the rear beam of the middle frame portion.\n- 59 -\nDate Recue/Date Received 2022-08-18 | 62/106,175 | United States of America | 2015-01-21 | ABRÉGÉ : Un véhicule électrique comprend plusieurs éléments de contact avec le sol; un châssis soutenu par la pluralité de ces éléments; un moteur électrique soutenu par le châssis et fonctionnant pour alimenter au moins un élément de contact avec le sol; plusieurs batteries alimentant le moteur électrique; une zone de siège pour opérateur soutenue par le châssis et positionnée dans une partie au milieu du véhicule; un assemblage de suspension avant indépendant; et un assemblage de suspension arrière indépendant comprenant un assemblage de suspension arrière gauche et un assemblage de suspension arrière droit. La pluralité de batteries est positionnée dans la partie arrière du véhicule entre les assemblages de suspension arrière gauche et droit, lesquels sont raccordés à la partie de châssis du milieu. Date reçue/Date Received 2020-12-17 | True |
| 337 | Patent 2842024 Summary - Canadian Patents Database | CA 2842024 | NaN | BATTERYCONTROLLER OFVEHICLE | DISPOSITIF DE COMMANDE DE BATTERIE DE VEHICULE | NaN | MARUNO, NAOKI, KOMODA, SATORU | NaN | 2012-08-17 | GOUDREAU GAGE DUBUC | English | HONDA MOTOR CO., LTD. | 29\nCLAIMS\n1. A\nbattery\ncontroller of a\nvehicle\ncomprises:\nan internal combustion engine;\na generator that generates\nelectricity\nby driving of the internal combustion\nengine;\na\nbattery\ncharged by an\nelectric\npower generated by the generator;\na\nbattery\nstate detector that detects a\nbattery\nstate including a remaining\ncapacity\nof the\nbattery\n;\na degree-of-deterioration determination unit that determines a degree of\ndeterioration of the\nbattery\nbased on the\nbattery\nstate detected by the\nbattery\nstate\ndetector;\na neglect state detector that detects a neglect state of the\nvehicle\n;\na monitoring time setting unit that sets a monitoring time to monitor the\nremaining capacity based on the degree of deterioration determined by the\ndegree-of-deterioration determination unit and a current remaining capacity of\nthe\nbattery\ndetected by the\nbattery\nstate detector when the neglect state of the\nvehicle\nis detected by\nthe neglect state detector; and\na charging necessity determination unit that determines whether or not the\nbattery\nneeds to be charged after the monitoring time set by the monitoring\ntime setting\nunit passes,\nwherein charging of the\nbattery\nby the generator is started when the charging\nnecessity determination unit determines that the\nbattery\nneeds to be charged.\n2. The\nbattery\ncontroller of the\nvehicle\naccording to claim 1,\n30\nwherein the monitoring time setting unit calculates an available range of a\nfull\ncapacity of the\nbattery\nbased on the degree of deterioration determined by the\ndegree-of-deterioration determination unit, and sets the monitoring time based\non the\navailable range and the current remaining capacity of the\nbattery\n.\n3. The\nbattery\ncontroller of the\nvehicle\naccording to claim 2, further\ncomprising:\na charge target value setting unit that sets a target value of an amount of\ncharging of the\nbattery\nbased on the available range,\nwherein the charging of the\nbattery\nby the generator is controlled based on\nthe\ntarget value set by the charge target value setting unit.\n4. The\nbattery\ncontroller of the\nvehicle\naccording to any one of claims 1\nto 3,\nwherein the monitoring time setting unit sets the monitoring time according to\nthe degree of deterioration.\n5. The\nbattery\ncontroller of the\nvehicle\naccording to any one of claims 1\nto 4,\nwherein the charging necessity determination unit determines whether or not\nthe\nbattery\nneeds to be charged when an ignition switch is turned off, makes the\nbattery\nbe\ncharged by the generator when the charging necessity determination unit\ndetermines that\nthe\nbattery\nneeds to be charged, and stops the internal combustion engine\nafter the\ncharging of the\nbattery\nends.\n6. The\nbattery\ncontroller of the\nvehicle\naccording to any one of claims 1\nto 5,\nfurther comprising:\n31\na notification unit that notifies that the\nbattery\nis being charged by the\ngenerator.\n7. The\nbattery\ncontroller of the\nvehicle\naccording to any one of claims 1\nto 6,\nwherein the monitoring time setting unit sets a new monitoring time whenever\nthe monitoring time passes.\n8. The\nbattery\ncontroller of the\nvehicle\naccording to any one of claims 1\nto 7,\nwherein the neglect state detector detects the neglect state when a\npredetermined\ntime for detecting the neglect state has passed in a state where an ignition\nswitch is off.\n9. The\nbattery\ncontroller of the\nvehicle\naccording to any one of claims 1\nto 8,\nfurther comprising:\na neglect operation input unit capable of inputting an indication that the\nvehicle\nis to be in the neglect state,\nwherein the neglect state detector detects the neglect state when there is an\noperation input to the neglect operation input unit. | 2011-194728 | Japan | 2011-09-07 | L'invention porte sur un dispositif de commande de batterie de véhicule, lequel dispositif comporte : un moteur à combustion interne ; un générateur électrique ; une batterie ; une unité de détection d'état de batterie qui détecte un état de batterie comprenant l'état de charge de la batterie ; une unité de détermination de degré de détérioration, qui, sur la base de l'état de batterie, détermine le degré de détérioration de la batterie ; une unité de détection d'état non surveillé humainement ; une unité d'établissement de temps de contrôle, qui, quand l'état non surveillé humainement du véhicule est détecté par l'unité de détection d'état non surveillé humainement, sur la base du degré de détérioration et de l'état de charge actuel de la batterie, établit le temps de contrôle pendant lequel l'état de charge est contrôlé ; et une unité de détermination de nécessité/non-nécessité de charge, qui, après que le temps de contrôle établi par l'unité d'établissement de temps de contrôle s'est écoulé, détermine si oui ou non la batterie nécessite une charge, et, quand l'unité de détermination de nécessité/non-nécessité de charge détermine que la batterie nécessite une charge, qui démarre la charge de la batterie par le générateur électrique. | True |
| 338 | Patent 2539362 Summary - Canadian Patents Database | CA 2539362 | NaN | SADDLE RIDINGVEHICLE | VEHICULE DE RANDONNEE A ENFOURCHER | NaN | OKADA, MEGUMU, YAGI, KEITA, KAITA, KIHOKO | 2011-09-20 | 2006-03-10 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | Page 27\nWHAT IS CLAIMED IS:\n1. A saddle riding\nvehicle\ncomprising:\nan engine supported by a\nvehicle\nbody frame;\na steering shaft attached to the\nvehicle\nbody frame to be freely\nrotatable;\nan\nelectric\npower steering device having a handle attached to an upper\nportion of the steering shaft and having an actuator unit provided on the\nsteering\nshaft; and\nan\nelectric\nmotor is provided in the actuator unit at a position offset\nrelative to a first centerline of said riding\nvehicle\n;\nthe riding\nvehicle\nhaving a left and right side with said first centerline\nextending parallel to the left and right side and a front and rear ends with a\nsecond centerline extending parallel to the front and rear ends; and\nwherein with respect to a top view of said riding\nvehicle\n, a\nbattery\nand\na muffler are positioned on a side of the first centerline opposite the\nposition of\nthe\nelectric\nmotor, and said\nbattery\nand said muffler are positioned on a side\nof\nthe second centerline opposite the position of the\nelectric\nmotor.\n2. The saddle riding\nvehicle\naccording to claim 1, wherein the\nelectric\nmotor and the\nbattery\nand the muffler are approximately disposed at equal\ndistances either side of the first centerline.\nPage 28\n3. The saddle riding\nvehicle\naccording to claim 1 or 2, wherein the\nengine with respect to the first centerline is disposed centrally between the\nelectric\nmotor, the\nbattery\nand the muffler.\n4. The saddle riding\nvehicle\naccording to claim 1, 2 or 3, wherein the\nelectric\nmotor is disposed generally parallel to the first centerline when\nviewed\nfrom above.\n5. The saddle riding\nvehicle\naccording to claim 1, including a plurality of\nbearings supporting the steering shaft on the\nvehicle\nbody frame wherein at\nleast\none of the bearings is a self-aligning bearing.\n6. The saddle riding\nvehicle\naccording to claim 5, wherein a pair of said\nplurality of the bearings is arranged above and below the actuator unit.\n7. The saddle riding\nvehicle\naccording to claim 5, wherein said plurality\nof bearings include a self-aligning bearing disposed above the actuator unit.\n8. The saddle riding\nvehicle\naccording to claim 5, 6, or 7 wherein the\nbearings are held by holders, and the holders are attached to the\nvehicle\nbody\nframe side by bolts to be freely detachable therefrom.\nPage 29\n9. The saddle riding\nvehicle\naccording to claim 5, 6, 7 or 8 wherein the\nsteering shaft and the actuator unit are coupled to each other by splines.\n10. The saddle riding\nvehicle\naccording to claim 5, wherein one self-\naligning bearing is disposed on a lower end of the steering shaft.\n11. The saddle riding\nvehicle\naccording to claim 10 wherein one self-\naligning bearing is disposed above the actuator unit. | 2005-101023 | Japan | 2005-03-31 | L'équilibrage du poids de la carrosserie d'un véhicule est prévu sur un véhicule tout terrain où un moteur est supporté par l'ossature de carrosserie; un dispositif de direction électrique est muni d'un actionneur et est monté sur l'arbre de direction. Un moteur électrique équipe l'actionneur, et les objets lourds, y compris une batterie et un silencieux, sont placé du côté opposé du moteur électrique placé sur la largeur du véhicule, par rapport à l'axe de carrosserie dudit véhicule, qui se prolonger dans le sens longitudinal du véhicule par rapport au moteur.L'arbre de direction, plus court est plus léger, est supporté par l'ossature de carrosserie du véhicule par le biais d'un roulement radial et de roulements à billes. Au moins un roulement de la série de roulements est du type à rotule. | True |
| 339 | Patent 2825010 Summary - Canadian Patents Database | CA 2825010 | NaN | BATTERYCHARGER FORELECTRICVEHICLES | CHARGEUR DE BATTERIE POUR VEHICULES ELECTRIQUES | NaN | KARDOLUS, MENNO, SCHIJFFELEN, JOS, GRONINGER, MARK, VAN CASTEREN, DOLF | 2020-02-04 | 2012-01-19 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | ABB E-MOBILITY B.V. | CLAIMS\n1. A\nbattery\ncharger for\nelectric\nvehicles\ncomprising:\nat least three identical current controlled AC-DC converter modules (M1, M2,\nM3) having reverse current protected outputs connected in parallel to a charge\nterminal\nof the\nbattery\n(44); and\nat least one converter unit (B1 - B5) composed of three converter modules (M1,\nM2, M3) and having a power supply circuit (70 - 86) switchable between a three-\nphase\nsupply mode and a single-phase supply mode;\nwherein the power supply circuit comprises three first bridge circuits (70 -\n74)\nby which, in the three-phase supply mode, the input sides of the converter\nmodules (M1,\nM2, M3) are connected phase-against-phase in a triangular configuration. and\nthree sec-\nond bridge circuits (80-86) by which, in the single phase mode, the input\nsides of fie\nconverter modules (M1, M2, M3) are connected phase-against-ground in a star\nconfigu-\nration.\n2. The\nbattery\ncharger according to claim I, wherein the power supply\ncircuit of\neach converter unit comprises a mode selector (76) adapted to detect the\npresence of\nvoltages on mains conductors (L1, L2, L3) and to automatically select the\nsupply mode\nin response to the detected voltages.\n3. The\nbattery\ncharger according to claims l or 2, wherein the converter\nmodules\n(M1, M2, M3) are configured as resonant converters.\n4. The\nbattery\ncharger according to claim 3, comprising a controller (50;\n112)\nadapted to individually control the output currents (I out) of the converter\nmodules (M1-\nM3) in accordance with a variable demand signal (I t; I set) such that the\ncurrent demand\nis met with the smallest possible number of active converter modules, with as\nmany\nconverter modules as possible operating at full power.\n5. The\nbattery\ncharger according to claim 4, wherein each converter module\n(M1-\nM3) has at least two different modes of operation which cover different ranges\nof output\ncurrents, and the controller (50; 112) is adapted to control the power\nmodules, in le-\nsponse to a change of the demand signal (I t; I set), such that a step-wise\nchange of the\noutput current caused by switching the mode of operation is compensated by\nchanging\nthe switching frequency (f) of the resonant converter, so that the output\ncurrent becomes\na continuous function of the demand signal.\n6. The\nbattery\ncharger according to any of claims 1 to 5, configured as an\nonboard\nbattery\ncharger, comprising a circuit board (54) on which electronic\ncomponents (88)\narc mounted and which is supported on a liquid cooled base plate (56)\nconnecting, to a\ncoolant system (58, 62) of the\nvehicle\n, wherein a controller (56) attic\nbattery\ncharger is\nadapted to control the liquid coolant system.\n7. The\nbattery\ncharger according to any of claims 1 to 5, configured as a\nstationary\ncharger connectable to the\nvehicle\nbattery\n(44) via a power plug connector\n(108a).\n8. The\nbattery\ncharger according to claim 7, comprising a plurality of\nconverter\nunits (B1 - B5) having each the features specified in claim 2 and having their\noutputs\nconnected in parallel to the power plug connector (108a).\n9. The\nbattery\ncharger according to claim 7 or S. comprising a plurality of\nconvert-\ner units (B1 - B5) cad, of which is composed of three convertor modules (M1,\nM2, M3)\nconnectable phase-against-phase in a triangular configuration, and a control\nsystem hav-\ning a mode of operation in which at least two converter units operate at\nreduced power\nsimultaneously, with at least one converter module in each of these units\nbeing disabled.\n10. The\nbattery\ncharger according to any of claims 7 to 9, comprising a\nmonitoring\ncircuit (114) adapted to detect a contact condition of the power plug\nconnector (I 08a),\nand a controller (112) adapted to abort the\nbattery\ncharge process when the\nmonitoring\ncircuit (114) detects a bad contact condition or the plug connector.\n11. The\nbattery\ncharger according to any one of claims 1 to 10, comprising\na con-\ntroller (112) connectable to a\nbattery\ncontroller (48) for the\nvehicle\nbattery\n(14) and\nadapted to transmit an error signal (E) to the hattery controller (48) for\nswitching the\nbattery\ncontroller to a reduced power charge mode when at least one of the\nconverter\nmodules (M1 - M3) should fail.\n12. A\nbattery\ncharging system for\nelectric\nvehicles\n, comprising an onboard\nbattery\ncharger as specified in claim 6 and a stationary\nbattery\ncharger (106) as\nspecified in any\nof the claims 7 to 11, wherein the onboard\nbattery\ncharger has the same design\nas a sin-\ngle module (M1 - M3) or a single unit (131 - 135) of the stationary\nbattery\ncharger (106).\n13. A\nbattery\ncharger for\nelectric\nvehicles\n, the\nbattery\ncharger\ncomprising:\nat least one converter unit composed of three converter modules and having a\npower supply circuit configured to be switched between a three-phase supply\nmode and\na single-phase supply ;node;\nwherein the converter modules comprise identical current controlled AC-DC\nconverter modules (M1, M2, M3) having reverse current protected outputs\nconnected in\nparallel to a charge terminal of a\nvehicle\nbattery\n(44), wherein the converter\nmodules\n(M1, M2, M3) are configured as resonant convertors; and\na controller (50; 112) configured to individually control output currents (I\nout) of\nthe converter modules (M1 -M3) in accordance with a variable demand signal (I\nt; I set)\nsuch that a current demand is met with the smallest possible number of active\nconverter\nmodules, with as many converter modules as possible operating at full power;\nwherein each of the converter modules (M1-M3) has at least two different\nmodes of operation which cover different ranges of output currents, and the\ncontroller\n(50; 112) is configured to control the convertor modules, in response to a\nchange of the\ndemand signal (l t, I set), such that a step-wise change of the output current\ncaused by\nswitching the mode of operation is compensated by changing a switching\nfrequency (t)\nof the resonant converter, so that the output current becomes a cont-nuous\nfunction of\nthe demand signal.\n14. The\nbattery\ncharger according to claim 13, wherein the power supply\ncircuit of\neach converter unit comprises a mode selector (76) configured to detect the\npresence of\nvoltages on mains conductors (L1, L2, L3) and to automatically select the\nsupply mode\nin response to the detected voltages.\n15. The\nbattery\ncharger or claims 13 or 14, configured as an onboard\nbattery\ncharger, comprising a circuit board (54) on which electronic components (88)\nare\nmounted and which is supported on a liquid cooled base plate (56) connecting\nto a cool-\nart system (58, 62) of the\nvehicle\n, wherein a controller (50) of the\nbattery\ncharger is\nadapted to control the liquid coolant system.\n16. The\nbattery\ncharger according to any of claims 13 to 15, configured as\na station-\nary charger connectable to the\nvehicle\nbattery\n(44) via a power plug,\nconnector (108a).\n17. The\nbattery\ncharger according to claim 16, comprising a plurality of\nconverter\nunits (B1 - B5) having each the features specified in claim 14 and having\ntheir outputs\nconnected in parallel to the power plug connector (108a).\nThe\nbattery\ncharger according to claim 16 or 17, comprising a plurality of con-\nverter units (B1 - B5) each of which is composed of three converter modules\n(M1, M2,\nM3) connectable phase-against-phase in a triangular configuration, and a\ncontrol system\nhaving a mode of operation in which at least two converter units operate at\nreduced\npower simultaneously. with at least one converter module in each of these\nunits being\ndisabled.\n19. The\nbattery\ncharger according to any of claims 16 to 18, comprising a\nmonitor-\ning circuit (114) adapted to detect a contact condition of the power plug\nconnector\n(108a), and a controller (112) adapted to abort the\nbattery\ncharge process\nwhen the mon-\nitoring circuit (114) detects a bad contact condition of the plug connector.\n20. The\nbattery\ncharger according to any one of claims 13 to 19, comprising\na con-\ntroller (112) connectable to a\nbattery\ncontroller (48) for the\nvehicle\nbattery\n(14) and\nadapted to transmit an error signal (E) to the\nbattery\ncontroller (48) for\nswitching the\nbattery\ncontroller to a reduced power charge mode when at least one of the\nconverter\nmodules (M1 - M3) should fail.\n21. A\nbattery\ncharging system for\nelectric\nvehicles\n, comprising an onboard\nbattery\ncharger as specified in claim 15 and a stationary\nbattery\ncharger (106) as\nspecified in\nany or the claims 16 to 20, wherein the onboard\nbattery\ncharger has the same\ndesign as a\nsingle module (M1 - M3) or a single unit (B1 - B5) of the stationary\nbattery\ncharger\n(106). | 11151395.8 | European Patent Office (EPO) | 2011-01-19 | L'invention concerne un chargeur de batterie (B1) pour véhicules électriques, composé d'au moins trois modules convertisseurs CA-CC commandés par courant identiques (M1, M2, M3) possédant des sorties protégées contre les courants inverses, connectés en parallèle à une borne de charge de la batterie (44). | True |
| 340 | Patent 2825010 Summary - Canadian Patents Database | CA 2825010 | NaN | BATTERYCHARGER FORELECTRICVEHICLES | CHARGEUR DE BATTERIE POUR VEHICULES ELECTRIQUES | NaN | KARDOLUS, MENNO, SCHIJFFELEN, JOS, GRONINGER, MARK, VAN CASTEREN, DOLF | 2020-02-04 | 2012-01-19 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | ABB E-MOBILITY B.V. | CLAIMS\n1. A\nbattery\ncharger for\nelectric\nvehicles\ncomprising:\nat least three identical current controlled AC-DC converter modules (M1, M2,\nM3) having reverse current protected outputs connected in parallel to a charge\nterminal\nof the\nbattery\n(44); and\nat least one converter unit (B1 - B5) composed of three converter modules (M1,\nM2, M3) and having a power supply circuit (70 - 86) switchable between a three-\nphase\nsupply mode and a single-phase supply mode;\nwherein the power supply circuit comprises three first bridge circuits (70 -\n74)\nby which, in the three-phase supply mode, the input sides of the converter\nmodules (M1,\nM2, M3) are connected phase-against-phase in a triangular configuration. and\nthree sec-\nond bridge circuits (80-86) by which, in the single phase mode, the input\nsides of fie\nconverter modules (M1, M2, M3) are connected phase-against-ground in a star\nconfigu-\nration.\n2. The\nbattery\ncharger according to claim I, wherein the power supply\ncircuit of\neach converter unit comprises a mode selector (76) adapted to detect the\npresence of\nvoltages on mains conductors (L1, L2, L3) and to automatically select the\nsupply mode\nin response to the detected voltages.\n3. The\nbattery\ncharger according to claims l or 2, wherein the converter\nmodules\n(M1, M2, M3) are configured as resonant converters.\n4. The\nbattery\ncharger according to claim 3, comprising a controller (50;\n112)\nadapted to individually control the output currents (I out) of the converter\nmodules (M1-\nM3) in accordance with a variable demand signal (I t; I set) such that the\ncurrent demand\nis met with the smallest possible number of active converter modules, with as\nmany\nconverter modules as possible operating at full power.\n5. The\nbattery\ncharger according to claim 4, wherein each converter module\n(M1-\nM3) has at least two different modes of operation which cover different ranges\nof output\ncurrents, and the controller (50; 112) is adapted to control the power\nmodules, in le-\nsponse to a change of the demand signal (I t; I set), such that a step-wise\nchange of the\noutput current caused by switching the mode of operation is compensated by\nchanging\nthe switching frequency (f) of the resonant converter, so that the output\ncurrent becomes\na continuous function of the demand signal.\n6. The\nbattery\ncharger according to any of claims 1 to 5, configured as an\nonboard\nbattery\ncharger, comprising a circuit board (54) on which electronic\ncomponents (88)\narc mounted and which is supported on a liquid cooled base plate (56)\nconnecting, to a\ncoolant system (58, 62) of the\nvehicle\n, wherein a controller (56) attic\nbattery\ncharger is\nadapted to control the liquid coolant system.\n7. The\nbattery\ncharger according to any of claims 1 to 5, configured as a\nstationary\ncharger connectable to the\nvehicle\nbattery\n(44) via a power plug connector\n(108a).\n8. The\nbattery\ncharger according to claim 7, comprising a plurality of\nconverter\nunits (B1 - B5) having each the features specified in claim 2 and having their\noutputs\nconnected in parallel to the power plug connector (108a).\n9. The\nbattery\ncharger according to claim 7 or S. comprising a plurality of\nconvert-\ner units (B1 - B5) cad, of which is composed of three convertor modules (M1,\nM2, M3)\nconnectable phase-against-phase in a triangular configuration, and a control\nsystem hav-\ning a mode of operation in which at least two converter units operate at\nreduced power\nsimultaneously, with at least one converter module in each of these units\nbeing disabled.\n10. The\nbattery\ncharger according to any of claims 7 to 9, comprising a\nmonitoring\ncircuit (114) adapted to detect a contact condition of the power plug\nconnector (I 08a),\nand a controller (112) adapted to abort the\nbattery\ncharge process when the\nmonitoring\ncircuit (114) detects a bad contact condition or the plug connector.\n11. The\nbattery\ncharger according to any one of claims 1 to 10, comprising\na con-\ntroller (112) connectable to a\nbattery\ncontroller (48) for the\nvehicle\nbattery\n(14) and\nadapted to transmit an error signal (E) to the hattery controller (48) for\nswitching the\nbattery\ncontroller to a reduced power charge mode when at least one of the\nconverter\nmodules (M1 - M3) should fail.\n12. A\nbattery\ncharging system for\nelectric\nvehicles\n, comprising an onboard\nbattery\ncharger as specified in claim 6 and a stationary\nbattery\ncharger (106) as\nspecified in any\nof the claims 7 to 11, wherein the onboard\nbattery\ncharger has the same design\nas a sin-\ngle module (M1 - M3) or a single unit (131 - 135) of the stationary\nbattery\ncharger (106).\n13. A\nbattery\ncharger for\nelectric\nvehicles\n, the\nbattery\ncharger\ncomprising:\nat least one converter unit composed of three converter modules and having a\npower supply circuit configured to be switched between a three-phase supply\nmode and\na single-phase supply ;node;\nwherein the converter modules comprise identical current controlled AC-DC\nconverter modules (M1, M2, M3) having reverse current protected outputs\nconnected in\nparallel to a charge terminal of a\nvehicle\nbattery\n(44), wherein the converter\nmodules\n(M1, M2, M3) are configured as resonant convertors; and\na controller (50; 112) configured to individually control output currents (I\nout) of\nthe converter modules (M1 -M3) in accordance with a variable demand signal (I\nt; I set)\nsuch that a current demand is met with the smallest possible number of active\nconverter\nmodules, with as many converter modules as possible operating at full power;\nwherein each of the converter modules (M1-M3) has at least two different\nmodes of operation which cover different ranges of output currents, and the\ncontroller\n(50; 112) is configured to control the convertor modules, in response to a\nchange of the\ndemand signal (l t, I set), such that a step-wise change of the output current\ncaused by\nswitching the mode of operation is compensated by changing a switching\nfrequency (t)\nof the resonant converter, so that the output current becomes a cont-nuous\nfunction of\nthe demand signal.\n14. The\nbattery\ncharger according to claim 13, wherein the power supply\ncircuit of\neach converter unit comprises a mode selector (76) configured to detect the\npresence of\nvoltages on mains conductors (L1, L2, L3) and to automatically select the\nsupply mode\nin response to the detected voltages.\n15. The\nbattery\ncharger or claims 13 or 14, configured as an onboard\nbattery\ncharger, comprising a circuit board (54) on which electronic components (88)\nare\nmounted and which is supported on a liquid cooled base plate (56) connecting\nto a cool-\nart system (58, 62) of the\nvehicle\n, wherein a controller (50) of the\nbattery\ncharger is\nadapted to control the liquid coolant system.\n16. The\nbattery\ncharger according to any of claims 13 to 15, configured as\na station-\nary charger connectable to the\nvehicle\nbattery\n(44) via a power plug,\nconnector (108a).\n17. The\nbattery\ncharger according to claim 16, comprising a plurality of\nconverter\nunits (B1 - B5) having each the features specified in claim 14 and having\ntheir outputs\nconnected in parallel to the power plug connector (108a).\nThe\nbattery\ncharger according to claim 16 or 17, comprising a plurality of con-\nverter units (B1 - B5) each of which is composed of three converter modules\n(M1, M2,\nM3) connectable phase-against-phase in a triangular configuration, and a\ncontrol system\nhaving a mode of operation in which at least two converter units operate at\nreduced\npower simultaneously. with at least one converter module in each of these\nunits being\ndisabled.\n19. The\nbattery\ncharger according to any of claims 16 to 18, comprising a\nmonitor-\ning circuit (114) adapted to detect a contact condition of the power plug\nconnector\n(108a), and a controller (112) adapted to abort the\nbattery\ncharge process\nwhen the mon-\nitoring circuit (114) detects a bad contact condition of the plug connector.\n20. The\nbattery\ncharger according to any one of claims 13 to 19, comprising\na con-\ntroller (112) connectable to a\nbattery\ncontroller (48) for the\nvehicle\nbattery\n(14) and\nadapted to transmit an error signal (E) to the\nbattery\ncontroller (48) for\nswitching the\nbattery\ncontroller to a reduced power charge mode when at least one of the\nconverter\nmodules (M1 - M3) should fail.\n21. A\nbattery\ncharging system for\nelectric\nvehicles\n, comprising an onboard\nbattery\ncharger as specified in claim 15 and a stationary\nbattery\ncharger (106) as\nspecified in\nany or the claims 16 to 20, wherein the onboard\nbattery\ncharger has the same\ndesign as a\nsingle module (M1 - M3) or a single unit (B1 - B5) of the stationary\nbattery\ncharger\n(106). | 11151395.8 | European Patent Office (EPO) | 2011-01-19 | L'invention concerne un chargeur de batterie (B1) pour véhicules électriques, composé d'au moins trois modules convertisseurs CA-CC commandés par courant identiques (M1, M2, M3) possédant des sorties protégées contre les courants inverses, connectés en parallèle à une borne de charge de la batterie (44). | True |
| 341 | Patent 2404510 Summary - Canadian Patents Database | CA 2404510 | NaN | SYSTEM AND METHOD FOR OPTIMALBATTERYUSAGE INELECTRICAND HYBRIDVEHICLES | SYSTEME ET PROCEDE D'UTILISATION OPTIMALE DE LA BATTERIE DANS DES VEHICULES ELECTRIQUES ET HYBRIDES | NaN | PALANISAMY, THIRUMALAI G. | NaN | 2001-03-26 | GOWLING LAFLEUR HENDERSON LLP | English | HONEYWELL INTERNATIONAL INC. | 18\nWE CLAIM:\n1. A method for optimizing charging of a storage\nbattery\nin\nan\nelectric\nor hybrid\nvehicle\nhaving a motor that uses current from the\nbattery\nand a regenerative current supply system comprising the steps of:\nproviding a recharging current to the\nbattery\nfrom the\nregenerative system when the motor stops drawing current from the\nbattery\n;\nand\ncontinuing the charging of the\nbattery\nto a point before a gas\nevolution occurs.\n2. The method of claim 1 wherein the step of providing the\ncharging current includes supplying a maximum value of current consistent\nwith system components and wiring.\n3. The method of claim 2 wherein the step of providing the\ncharging current to the\nbattery\nis carried out as soon as possible after the\ntime that\nbattery\ndischarge stops.\n4. The method of claim 1 further comprising the step of\nmonitoring at least one of the\nbattery\nvoltage and internal impedance to\ndetermine a gas evolution point.\n5. The method according to claim 4 further comprising the\nsteps of monitoring the\nbattery\nvoltage during charging and continuing\ncharging with the\nbattery\nvoltage at a value below that at which gas\nevolution occurs.\n19\n6. The method according to claim 4 wherein the\nbattery\nis\nof the lead-acid type and further comprising the step of monitoring the\nbattery\nvoltage during charging and limiting the\nbattery\nvoltage to\nsubstantively between about 2.35 to 2.4 V/cell.\n7. The method of claim 4 further comprising the steps of\napplying the charging current at a maximum value of current consistent with\nthe system components and wiring and monitoring at least one of the\nbattery\nvoltage and internal impedance to determine a gas evolution point.\n8. The method of claim 7 further comprising the step of\ncontinuing charging with the\nbattery\nvoltage at a value below that at which\ngas evolution occurs.\n9. A system for optimizing charging of a\nbattery\nin an\nelectric\nor hybrid\nvehicle\n, comprising:\na regenerative element for producing current to recharge the\nbattery\nfrom energy provided from a mechanical component of the\nvehicle\n;\nan\nelectric\nmotor connected to said\nbattery\nand discharging\ncurrent therefrom for operating the\nvehicle\n;\ncontrol means for sensing termination of\nbattery\ndischarge and\nresponsive to termination of\nbattery\ndischarge to activate said regenerative\nelement and to supply current therefrom to recharge the\nbattery\nand to\ncontinue recharging until a point before\nbattery\ngas evolution occurs.\n20\n10. A system as in claim 9 wherein said control means\nincludes means for monitoring at least one of the\nbattery\nvoltage and\nimpedance during recharging and responsive thereto for limiting the current\nrecharge to the point before\nbattery\ngas evolution occurs.\n11. A system as in claim 10 wherein said control means\ncomprises:\na load controller connected between said regenerative element\nand said\nbattery\nand operated to control the current supplied to said\nbattery\n.\n12. A system as in claim 11 wherein said control means\nfurther comprises:\na micro-controller connected to receive data of the\nbattery\nvoltage, discharge current and charge current.\n13. A system as in claim 12 wherein said micro-controller is\nprogrammed with an algorithm that indicates the\nbattery\ngas point and\noperates in response to the data acquired from said\nbattery\nto control said\nload controller.\n14. A system as in claim 12 wherein said micro-controller\noperates said load controller to maintain the\nbattery\nvoltage below a\npredetermined level during\nbattery\ncharging. | 60/192,214 | United States of America | 2000-03-27 | L'invention concerne un procédé et un appareil (Fig.1) permettant d'optimiser la recharge de batteries (20) dans un véhicule électrique ou hybride qui utilise un moteur électrique (35) alimenté par les batteries (20), et étant muni d'un système régénératif (10) utilisant les forces mécaniques du véhicule pour générer un courant destiné à recharger les batteries. La sortie du système régénératif est régulée (15 et 35) de façon à fournir une quantité maximale de courant pour recharger les batteries immédiatement après la fin d'une impulsion ou d'une décharge continue, et ce afin de récupérer une partie plus importante du courant de décharge (Fig.3). La tension de la batterie est surveillée (35) au cours de la recharge et est régulée (15) au cours de la charge de façon à ne pas dépasser une valeur prédéterminée à laquelle intervient une évolution du gaz de la batterie (Fig.2), ce qui permet à la batterie d'atteindre un état de charge relativement élevé. | True |
| 342 | Patent 3227979 Summary - Canadian Patents Database | CA 3227979 | NaN | BATTERYPACKS FOR UTILITYVEHICLEELECTRICDRIVETRAINS | BLOCS-BATTERIES POUR TRANSMISSIONS ELECTRIQUES DE VEHICULE UTILITAIRE | NaN | COUPAL-SIKES, ERIC M., TYERMAN, LANDON, VIRK, SAHIR SINGH, MCKIBBEN, ETHAN J., SLOAN, TODD F. | NaN | 2022-08-19 | AIRD & MCBURNEY LP | English | HEXAGON PURUS NORTH AMERICA HOLDINGS INC. | CA 03227979 2024-01-30\nWO 2023/027960 PCT/US2022/040912\n\\THAT IS CLAIMED IS:\n1. A\nbattery\nassembly for an\nelectric\nvehicle\n, comprising:\na housing comprising a concave enclosure having a forward side, a rearward\nside, a top portion and a bottom side, an access plate being coupled with the\nbottom\nside,\nthe top portion comprising a first shoulder extending front a first lateral\nside of\nthe concave enclosure toward a central portion of the concave enclosure, the\nfirst\nshoulder extending a first distance from the access plate, a second shoulder\nextending\nfrom a second lateral side of the concave enclosure toward the central\nportion, the\nsecond shoulder extending a second distance from the access plate,\nthe central portion extending from the first shoulder to the second shoulder\nand\nextending a third distance from the access plate, the third distance being\ngreater than\nthe first distance and the second distance;\none or more\nbattery\nunits disposed within the concave enclosure at an\nelevation\nabove the first shoulder and an elevation above the second shoulder; and\na mounting system having a first portion disposed on the first shoulder and a\nsecond portion disposed on the second shoulder, the mounting system further\ncom prising:\na frame member bracket configured to connect to a frame member of a\nvehicle\n; and\na shoulder bracket system comprising:\na load member having a first portion disposed over the first\nshoulder of the top portion of the concave enclosure and a second\nportion angled relative to the first portion, the second portion disposed\nalong a lateral side of the central portion;\nan aperture array disposed along the first lateral side of the\nconcave enclosure, the aperture array configured to be coupled to the\nframe member bracket; and\na vibration isolator disposed between the load tnember and a top\nsurface of the first shoulder to reduce load transmission front the frame\ntnember of the\nvehicle\nto the housing.\nCA 03227979 2024-01-30\nWO 2023/027960 PCT/US2022/040912\n2. The\nbattery\nassembly of Claim 1, wherein the first distance and the\nsecond\ndistance are approximately the same.\n3. The\nbattery\nassembly of Claim 1, wherein the third distance is rnore\nthan twice\nthe first distance.\n4. The\nbattery\nassembly of Claim 1., wherein an aspect ratio is defined as\na ratio\nof the third distance to a width defined in a horizontal plane perpendicular\nto the third distance\nand perpendicular to a longitudinal axis of a\nvehicle\nto which the\nbattery\nassembly is\nconfigured to be coupled exceeds 0.5.\n5. The\nbattery\nassembly of Claim 1, further comprising a\nbattery\nmanagement\nmodule disposed on one of the forward side or the rearward side of the\nhousing.\nThe\nbattery\nassembly of Claim 1, wherein the aperture array is located on a\nlateral extension of the load member.\n7. The\nbattery\nassembly of Claim 6, wherein the lateral extension comprises\na\nconnection portion coupling the first portion of the load member to the second\nportion of the\nload member.\n8. The\nbattery\nassembly of Claim 7, wherein the lateral extension comprises\na\nframe member clearance portion disposed between the connection portion and the\naperture\narray.\n9. The\nbattery\nassembly of Claim 1, wherein the load member comprises an\nelevated portion disposed between a first compressible member of the\nvibration. isolator and a\nsecond compressible member of the vibration isolator, the elevated portion\ntransferring a\nconnection load to the first portion of the load member.\n10. A\nbattery\nassembly for an\nelectric\nvehicle\n, comprising:\na housing comprising a forward side, a rearward side, a bottom side, and a top\nportion configured to project into a space between adjacent frame rails and a\nlateral\nportion configured to extend under a bottom stuface of one of the adjacent\nframe rails;\none or rnore\nbattery\nunits disposed within the top portion of the housing; and\na connector coupled with the housing, the connector configured to releasably\ncouple with one of the adjacent frame rails.\n11. The\nbattery\nassembly of Claim 10, wherein the housing comprises a\ncentral\nupward projection, a first shoulder, and a second shoulder, wherein each of\nthe first shoulder\n-20-\nCA 03227979 2024-01-30\nWO 2023/027960 PCT/US2022/040912\nand the second shoulder comprise a connector, the connectors each comprising a\nshoulder\nbracket disposed thereon, each shoulder bracket configured to couple with a\nframe member\nbracket.\n12. The\nbattery\nassembly of Claim 10, further comprising a fratne member\nbracket\nconfigured to connect to a frame tnember of a\nvehicle\n, the connector\ncornprising a shoulder\nbracket releasably connectable to the fratne metnber bracket between the top\nportion of the\nhousing and an outer edge of the lateral portion of the housing.\n13. The\nbattery\nassembly of Claim 12, wherein the shoulder bracket\ncomprises a\nload member and a vibration isolator disposed between the load member and the\nhousing, the\nvibration isolator, the load member, and the housing placed under compression\nto secure the\nload member and the vibration isolator to the housing.\n14. The\nbattery\nassembly of Claim 12, wherein the shoulder bracket\ncomprises a\nfirst portion disposed over the lateral portion and a second portion disposed\nalong a lateral\nsurface of the top portion, and further comprising a connection portion\nextending from the first\nportion to the second portion,\nI 5. The\nbattery\nassembly of Claim 14, wherein the connection portion\nextends from\nthe second portion of the shoulder bracket to an aperture array disposed at a\nlateral edge of the\nhousing.\n16. The\nbattery\nassembly of Claim 1.5, wherein the connection portion\ncomprises a\nclearance portion disposed adjacent to the aperture array.\n17. The\nbattery\nassembly of Claim I 2, wherein the shoulder bracket\ncomprises an\naperture array disposed at a lateral edge of the lateral portion, the aperture\narray configured to\nconnect with an inward facing side of the frame member bracket.\n18. The\nbattery\nassembly of Claim 10, wherein the housing cornprises a\ndownward\nfacing concave enclosure and an access plate coupled with a bottom side of the\ndownward\nfacing concave enclosure.\n19. The battety assembly of Claitn 18, wherein the concave enclosure\ncomprises\none or more\nbattery\nunits disposed in the top portion at an elevation above\nthe lateral portion.\n20. The\nbattery\nassernbly of Clairn 10, wherein the housing comprises an\ninverted\nT-shape configuration.\n-21-\nCA 03227979 2024-01-30\nWO 2023/027960 PCT/US2022/040912\n21. The\nbattery\nassembly of Claim 10, wherein an aspect ratio of a height\nof the\nhousing of the\nbattery\nassembly to a width of the housing exceeds 0.5.\n22. The batteiy assembly of Claim 10, further comprising a\nbattery\nmanagement\ndisposed within a portion of the housing having an upper surface disposed\nbetween an\nelevation of the lateral portion and the bottom side.\n23. A\nvehicle\nassembly, comprising:\na frame assembly comprising a first frame rail having an inner surface facing\ntoward a central longitudinal axis of the frame assembly and an outer surface\nfacing\naway from the central longitudinal axis of the frame assembly, the frame\nassembly\nfurther comprising a second frame rail disposed on an opposite side of the\ncentral\nlongitudinal axis of the frame assembly from the first frame rail, the second\nframe rail\nhaving an inner surface facing toward the central longitudinal axis of the\nframe\nassembly and an outer surface facing away from the central longitudinal axis\nof the\nframe assembly; and\nthe\nbattery\nassembly of Claim 10, wherein the top portion of the housing is\ndisposed between the first frame rail and the second frame rail.\n24. The\nvehicle\nassembly of Claim 23, further comprising a second\nbattery\nassembly, the second\nbattery\nassembly having a central projedion housing\nbattery\nunits and\ndisposed between the first frame rail and the second frame rail.\n25. A\nvehicle\nassembly, comprising:\na frame assembly comprising a first frame rail having an inner surface facing\ntoward a central longitudinal axis of the frame assembly and an outer surface\nfacing\naway from the central longitudinal axis of the frame assembly, the frame\nassembly\nfurther comprising a second frame rail disposed on an opposite side of the\ncentral\nlongitudinal axis of the frame assembly from the first frame rail, the second\nframe rail\nhaving an inner surface facing toward the central longitudinal axis of the\nframe\nassembly and an outer surface facing away from the central longitudinal axis\nof the\nframe assembly; and\nthe\nbattery\nassembly of Claim 10, wherein shoulder bracket extends to a\nlateral\nedge of the lateral portion, the frame member bracket coupled with the outer\nsurface of\n-22-\nCA 03227979 2024-01-30\nWO 2023/027960 PCT/US2022/040912\nthe fratne rail and extending below a bottom surface of the frame rail to\ncouple with\nthe frame member bracket at an elevation below the frame rail.\n26. The\nvehicle\nassembly of Claim 25, Wherein the shoulder bracket systetn\ncomprises an aperture array disposed at a lateral edge of the shoulder bracket\nsystem, the\naperture array couple with the frame member bracket.\n27. A\nvehicle\nassembly, cotnprising:\na frarne assetnbly cotnprising a first frame rail having an inner surface\nfacing\ntoward a central longitudinal axis of the frame assembly and an outer surface\nfacing\naway from the central longitudinal axis of the frame assembly, the frame\nassembly\nfurther comprising a second frame rail disposed on an opposite side of the\ncentral\nlongitudinal axis of the frame assembly from the first frame rail, the second\nframe rail\nhaving an inner surface facing toward the central longitudinal axis of the\nframe\nassembly and an outer surface facing away from the central longitudinal axis\nof the\nframe assembly, and\na\nbattery\nassembly, comprising:\na housing comprising a concave enclosure having a central portion\ndisposed between and projecting from adjacent shoulder portions;\na first\nbattery\nunit disposed within the central portion and a second\nbattery\nunit disposed within one of the adjacent shoulder portions; and\na mounting systern cornprising:\na first frame member bracket coupled to the outer surface of the\nfirst frame rail;\na second frame member bracket coupled to the outer surface of\nthe second frame rail;\na shoulder bracket system comprising:\na first load member having a first portion disposed over\none of the adjacent shoulder portions and a second portion\ndisposed along the central portion of the housing;\na vibration isolator disposed between the first load\nmember and a top surface of the one of the adjacent shoulder\nportions;\n-23-\nCA 03227979 2024-01-30\nWO 2023/027960 PCT/US2022/040912\na first aperture array disposed at or adjacent to a first\nlateral edge of the housing, the first aperture array coupled with\nthe first frame member bracket;\na second load member having a first portion disposed\nover the other of the adjacent shoulder portions and a second\nportion disposed along the central portion of the housing;\na vibration isolator disposed between the second load\nmember and a top surface of the other of the adjacent shoulder\nportions; and\na second aperture array disposed at or adjacent to a\nsecond lateral edg.e of the housing, the second aperture array\ncoupled with the second frame member bracket;\nwherein the first\nbattery\nunit is disposed between the first\nfrarne rail and the second frame rail and the second\nbattery\nunit\nis disposed below the first frame rail and the second frame rail.\n28. The\nvehicle\nassembly of Claim 27, wherein the first lateral edge of the\nhousing\nis disposed inboard of the outer surface of the first frame rail and the\nsecond lateral edge of the\nhousing is disposed inboard of the outer surface of the second frame rail.\n29. The\nvehicle\nassembly of Claim. 28, further comprising\nvehicle\nequipment\nmounted to the first frame rail and/or the second fram.e rail at the same\nposition along the\ncentral longitudinal axis of the\nvehicle\nassernbly as is the\nbattery\nassembly.\n30. The\nvehicle\nassernbly of Claim 29, wherein the frame assembly includes\na first\ncross-member coupling the first frame rail to the second frame rail and a\nsecond cross-member\ncoupling the first frame rail to the second frame rail, the first cross member\nbeing disposed\nforward of the second cross member, the\nbattery\nassembly being disposed\nbetween the first\ncross-member and the second cross-member.\n31. The\nvehicle\nassembly of Claim 30, further comprising a second\nbattery\nassembly coupled with the frame assernbly forward of the first cross-member\nand between the\ninner surface of the first frame rail and the inner surface of the second\nframe rail.\n-24-\nCA 03227979 2024-01-30\nWO 2023/027960 PCT/US2022/040912\n32. The\nvehicle\nassembly of Claim 31, further comprising an axle drive\nassembly\ncoupled with the frame assembly rearward of the second cross-member and\nbetween the inner\nsurface of the first frame rail and the inner surface of the second frame\nrail.\n33. The\nvehicle\nassembly of Claim 32, further comprising an accessory\nmodule\nelectrically\ncoupled to the\nbattery\n, assembly and the axle drive assembly\ncoupled with the\nbattery\nassembly, such that the accessory module and the axle drive assembly\nare powered by\nthe same\nbattery\nassembly.\n34. The\nvehicle\nassembly of Claim 33, further comprising a power\ndistribution\nassembly disposed\nelectrically\nbetween the\nbattery\nassembly, the axle drive\nassembly and the\naccessory module.\n35. The\nvehicle\nassembly of Claim 34, further comprising a range extender\nmodule\nelectrically\ncoupled with the power distribution assembly.\n36. The\nvehicle\nassembly of Claim 35, further comprising the range extender\nmodule comprises a fuel cell coupled with the frame assembly.\n37. The\nvehicle\nassembly of Claim 27, wherein an aspect ratio is defined as\na ratio\nof a height of the housing in a vertical direction to a width of the housing\nin a horizontal\ndirection transverse to the central longitudinal axis of the frame assembly\nexceeds 0.5.\n-25- | 63/260,615 | United States of America | 2021-08-26 | L'invention concerne un ensemble batterie pour un véhicule électrique qui comprend un carter, une ou plusieurs unités de batterie, et un connecteur. Le carter a un côté avant, un côté arrière, un côté inférieur et une partie supérieure. La partie supérieure est conçue pour faire saillie dans un espace entre des longerons de cadre de châssis adjacents. Le carter a également une partie latérale conçue pour s'étendre sous une surface inférieure de l'un des longerons de cadre de châssis adjacents. La ou les unités de batterie sont disposées à l'intérieur de la partie supérieure du carter. Le connecteur est disposé sur la partie latérale du carter. Le connecteur est conçu pour être accouplé de manière amovible à l'un des longerons de cadre de châssis adjacents. | True |
| 343 | Patent 2911056 Summary - Canadian Patents Database | CA 2911056 | NaN | FUEL CELLVEHICLEAND CONTROL METHOD THEREFOR | VEHICULE A PILE A COMBUSTIBLE ET METHODE DE COMMANDE ASSOCIEE | NaN | ODA, KOHEI, KAKENO, YUJI | 2017-02-14 | 2015-11-03 | GOWLING WLG (CANADA) LLP | English | TOYOTA JIDOSHA KABUSHIKI KAISHA | WHAT IS CLAIMED IS:\n1. A fuel cell\nvehicle\nincluding a fuel cell and a secondary\nbattery\n, the fuel cell\nvehicle\ncomprising:\na drive motor for driving a load;\na pump for supplying an oxygen-containing gas to the fuel cell;\na pump motor for driving the pump; and\na control device for controlling operations of the drive motor and\nthe pump motor, wherein\nthe drive motor and the pump motor are connected to each other\nvia an\nelectric\npower line so that the drive motor and the pump motor are\ncapable of receiving and supplying\nelectric\npower with each other without\ninvolving reception and supply of\nelectric\npower with the secondary\nbattery\n, and wherein\nthe control device determines:\n(i) an upper-limit guard value of torque of the pump motor\nbased on a dischargeable power of the secondary\nbattery\nand an output\npower of the fuel cell; or\n(ii) a lower-limit guard value of torque of the pump motor based\non a chargeable power of the secondary\nbattery\nand an output power of the\nfuel cell.\n2. The fuel cell\nvehicle\nin accordance with claim 1, wherein\nthe control device determines the lower-limit guard value of\ntorque of the pump motor based on a drive power of the drive motor in\naddition to the chargeable power of the secondary\nbattery\nand the output\npower of the fuel cell, and\nwith the drive motor in a power running state, the control\ndevice lowers the lower-limit guard value of torque of the pump motor as a\ndrive power of the drive motor increases.\n3. The fuel cell\nvehicle\nin accordance with claim 1 or 2, wherein\nthe control device determines the upper-limit guard value of\ntorque of the pump motor based on a regenerative power of the drive\nmotor in addition to the dischargeable power of the secondary\nbattery\nand\nthe output power of the fuel cell; and\nwith the drive motor in a regeneration state, the control device\nraises the upper-limit guard value of torque of the pump motor as a\nregenerative power of the drive motor increases.\n4. A control method for a fuel cell\nvehicle\nincluding a fuel cell, a\nsecondary\nbattery\n, a pump for supplying an oxygen-containing gas to the\nfuel cell, and a drive motor and a pump motor which are connected to each\nother via an\nelectric\npower line so that the drive motor and the pump\nmotor are capable of receiving and supplying\nelectric\npower with each\nother without involving reception and supply of\nelectric\npower with the\nsecondary\nbattery\n, the control method comprising the steps of\n(i) determining an upper-limit guard value of torque of the\npump motor based on a dischargeable power of the secondary\nbattery\nand\nan output power of the fuel cell, or\n(ii) determining a lower-limit guard value of torque of the pump\nmotor based on a chargeable power of the secondary\nbattery\nand an output\npower of the fuel cell; and\ncontrolling the pump motor in response to the upper-limit guard\nvalue determined by the step (i) or the lower-limit guard value determined\nby the step (ii).\n5. The control method in accordance with claim 4, wherein\nthe lower-limit guard value of torque of the pump motor is\ndetermined based on a drive power of the drive motor in addition to the\nchargeable power of the secondary\nbattery\nand the output power of the\nfuel cell, and\n16\nwith the drive motor in a power running state, the lower-limit\nguard value of torque of the pump motor is set lower as a drive power of\nthe drive motor increases.\n6. The control method in accordance with claim 4 or 5, wherein\nthe upper-limit guard value of torque of the pump motor is\ndetermined based on a regenerative power of the drive motor in addition\nto the dischargeable power of the secondary\nbattery\nand the output power\nof the fuel cell; and\nwith the drive motor in a regeneration state, the upper-limit\nguard value of torque of the pump motor is set higher as a regenerative\npower of the drive motor increases.\n17 | 2014-230331 | Japan | 2014-11-13 | Un véhicule à pile à combustible comprend une pile à combustible et une batterie secondaire. Un moteur dentraînement et un moteur à pompe sont connectés lun à lautre par une ligne dalimentation électrique de sorte que le moteur dentraînement et le moteur à pompe peuvent recevoir et alimenter lalimentation électrique lun de lautre sans mettre en cause la réception et lapprovisionnement de lalimentation électrique avec la batterie secondaire. Le dispositif de commande détermine une valeur de garde de limite supérieure de couple du moteur à pompe basée sur une alimentation déchargeable de la batterie secondaire et une puissance de sortie de la pile à combustible, ou détermine une valeur de garde de limite inférieure de couple du moteur à pompe basée sur une alimentation chargeable de la batterie secondaire et une puissance de sortie de la pile à combustible. | True |
| 344 | Patent 2182630 Summary - Canadian Patents Database | CA 2182630 | NaN | A CONTROL SYSTEM FOR A HYBRIDVEHICLE | COMMANDE POUR VEHICULE A MOTEUR HYBRIDE | NaN | DROZDZ, PIOTR, YIP, DOUGLAS | 2003-02-11 | 1996-08-02 | CRAIG WILSON AND COMPANY | English | GE HYBRID TECHNOLOGIES, LLC | -15-\nThe embodiments of the present invention in which an\nexclusive property or privilege is claimed are defined as\nfollows:\n1. A control system for a hybrid\nvehicle\nhaving an\nauxiliary power unit, at least one energy storage device\nand at least one\nelectric\ndrive motor for traction, the\nvehicle\nhaving a high load driving condition, a low load\ndriving condition, and a regenerative braking condition,\nthe control system comprising:\na voltage control to set system voltage to charging\nvoltage of the energy storage device in the low load\ndriving condition and the regenerative braking condition,\nand to set the system voltage to output voltage from the\nenergy storage device for the high load driving\ncondition;\na current control to set output from the auxiliary\npower unit to a charging level for the energy storage\ndevice in the low load driving condition and the\nregenerative braking condition, and to set the power\nlevel from the auxiliary power unit based on\nvehicle\nspeed, motor load and state of charge of the energy\nstorage device for the high load driving condition;\ncontrol means to switch on the auxiliary power unit\nwhen the state of charge of the energy storage device is\nbelow a predetermined level and switch off the auxiliary\npower unit when the energy storage device is fully\ncharged, and\nwherein the output power from the auxiliary\npower unit is set from statistical analysis of\nvehicle\nspeed, the motor load and history of the state of charge\nof the energy storage device.\n-16-\n2. The control system according to claim 1 wherein\nthe auxiliary power unit is selected from the group\nconsisting of internal combustion engines, fuel cells and\nmetal air cells.\n3. The control system according to claim 1 wherein\nthe auxiliary power unit comprises an internal combustion\nengine with a generator.\n4. The control system according to claim 1 wherein\nthe energy storage device is an electrochemical\nbattery\n.\n5. The control system according to claim 4 wherein\nat least one additional energy storage device is provided\nselected from the group consisting of a flywheel and an\nultracapacitor.\n6. A control system for a hybrid\nvehicle\nhaving an\nauxiliary power unit, at least one electrochemical\nbattery\nand at least one\nelectric\ndrive motor for\ntraction, the\nvehicle\nhaving a high load driving\ncondition, a low load driving condition, and a\nregenerative braking condition, the control system\ncomprising:\na voltage control to set system voltage to\ncharging voltage of the electrochemical\nbattery\nin the\nlow load driving condition and the regenerative braking\ncondition, and to set the system voltage to output\nvoltage from the electrochemical\nbattery\nfor the high\nload driving condition;\na current control to set output from the\nauxiliary power unit to a charging level for the\nelectrochemical\nbattery\nin the,low load driving condition\nand the regenerative braking condition, and to set the\npower level from the auxiliary power unit based on\n-17-\nvehicle\nspeed, motor load and state of charge of the\nelctrochemical\nbattery\nfor the high load driving\ncondition;\ncontrol means to switch on the auxiliary power\nunit when the state of charge of the electrochemical\nbattery\nis below a predetermined level and switch off the\nauxiliary power unit when the electrochemical\nbattery\nis\nfully charged; and\na\nbattery\ntemperature control system with a\nbattery\ncooling system, the\nbattery\ntemperature control\nsystem maintaining the\nbattery\ntemperature within a\npredetermined range by activating the\nbattery\ncooling\nsystem.\n7. The control system according to claim 6 wherein\nthe\nbattery\ntemperature control system reduces the\nbattery\noutput power maintaining maximum\nbattery\noutput\npower when maintained within the predetermined\ntemperature range.\n8. The control system according to claim 6\nincluding a\nbattery\nheating system controlled by the\nbattery\ntemperature control system.\n9. A method of controlling a hybrid\nvehicle\nhaving\nan auxiliary power unit, at least one energy storage\ndevice and at least one\nelectric\ndrive motor for\ntraction, the\nvehicle\nhaving a high load driving\ncondition when the motor is powered by the auxiliary\npower unit and the energy storage device, a low load\ndriving condition when the auxiliary power unit provides\npower to the motor and to charge the energy storage\ndevice, and a regenerative braking condition when the\nauxiliary power unit and the motor provide power to\n-18-\ncharge the energy storage device, comprising the steps\nof:\ncontrolling system voltage to a charging\nvoltage of the energy storage device in the low load\ndriving condition and the regenerative braking condition;\ncontrolling the system foltage to an output\nvoltage from the eneregy storage device for the high load\ndriving condition;\ncontrolling the ouput power from the auxiliary\npower unit to a charging level for the energy storage\ndevice in the low load driving condition and the\nregenerative braking condition;\ncontrolling the output power from the auxiliary\npower unit to a level determined from statistical\nanalysis of\nvehicle\nspeed, motor load and state of charge\nof the energy storage device for the high load driving\ncondition, and\ncontrolling the operation of the auxiliary\npower unit to provide power to charge the energy storage\ndevice when the state of charge of the energy storage\ndevice is below a predetermined level.\n10. The method of controlling a hybrid\nvehicle\naccording to claim 9 including determining motor load\nfrom the sytem voltage and pwer measurement.\n11. The method of controlling a hybird\nvehicle\naccording to claim 9 including determining the state of\ncharge of the energy storage device by integrating output\npower from the energy storage device and comparing to\noutput power from a fully charged energy storage device.\n-19-\n12. The method of controlling a hybrid\nvehicle\naccording to claim 11 including determining the state of\ncharge of the energy storage device with compensation for\ntemperature of the energy storage device and current\nstate of charge.\n13. A method of controlling a hybrid\nvehicle\naccording to claim 9 wherein the energy storage device is\nan electrochemical\nbattery\nand including the step of\ncontrolling the temperature of the\nbattery\nwithin a\npredetermined temperature range. | NaN | NaN | NaN | Système de commande d'un véhicule hybride assurant la meilleure utilisation des ressources d'énergie à bord pour les différentes conditions d'exploitation du véhicule. Le système de commande utilise une stratégie modifiée en temps réel selon les données d'entrée de capteurs mesurant la vitesse de véhicule, l'intensité et la tension à différents endroits du système. Le véhicule est doté d'un groupe d'alimentation auxiliaire, d'au moins un dispositif d'accumulation d'énergie et d'au moins un moteur électrique de traction. Le véhicule peut être en état de marche sous charge élevée, en état de marche sous faible charge et en état de freinage régénératif. Une commande permet de régler la tension au niveau de rétablissement dans l'état de marche sous faible charge et dans l'état de freinage régénératif, et permet de régler la tension à un niveau de sortie à partir du dispositif d'accumulation d'énergie pour l'état de marche sous charge élevée. Un système de commande de l'intensité règle la sortie du groupe d'alimentation auxiliaire à un niveau de rétablissement sous faible charge et freinage régénératif et règle le niveau de puissance du groupe auxiliaire de puissance selon la vitesse du véhicule, la charge du moteur et l'état de charge du dispositif d'accumulation d'énergie sous charge élevée. | True |
| 345 | Patent 3146898 Summary - Canadian Patents Database | CA 3146898 | NaN | USE OF NANOPARTICLE COMPOSITIONS AS HEAT TRANSFER FLUIDS INBATTERYOR OTHERELECTRICALEQUIPMENT SYSTEMS | UTILISATION DE COMPOSITIONS DE NANOPARTICULES EN TANT QUE FLUIDES DE TRANSFERT DE CHALEUR DANS UNE BATTERIE OU D'AUTRES SYSTEMES D'EQUIPEMENT ELECTRIQUE | NaN | FISCHER, ULRICH, NESS, DANIEL, WIEBER, STEPHAN, HAGEMANN, MICHAEL GERHARD, SCHMITT, GUNTER, HEBERER, STEFAN, SCHRANTZ, JENNIFER (DECEASED), TURHAN, CAN METEHAN | NaN | 2020-07-13 | ROBIC AGENCE PI S.E.C./ROBIC IP AGENCY LP | English | EVONIK OPERATIONS GMBH | CA 03146898 2022-01-11\nWO 2021/009116 36 PCT/EP2020/069746\nClaims\n1.\nUse of a nanoparticle composition as a heat transfer fluid in\nbattery\nor other\nelectrical\nequipment systems, wherein the nanoparticle composition is obtainable by\nmilling a mixture,\nthe mixture comprising one or more nanoparticle compound (A) and one or more\npolymer\ncompound (B),\n(A) wherein the one or more nanoparticle compound (A) is selected from the\ngroup\nconsisting of\n- metal or metalloid nitride nanoparticle;\n- multi or single walled carbon nanotubes;\n- carbon black;\n- a metal chalcogenide having a molecular formula MX2, wherein\nM is a metallic\nelement selected from the group consisting of titanium (Ti), vanadium (V)õ\nmanganese (Mn), iron (Fe), cobalt (Co), nickel (Ni), copper (Cu), zinc (Zn),\nzirconium (Zr), niobium (Nb), molybdenum (Mo), tantalum (Ta), tungsten MO,\nosmium (Os), and combinations thereof, and X is a chalcogen element selected\nfrom the group consisting of sulfur (S), oxygen (0), and combinations thereof;\n- or a mixture thereof, and\n(B) wherein the one or more polymer compound (B) is obtainable by polymerizing\na\nmonomer composition comprising:\na) 1 to 30 % by weight, based on the total weight of the\nmonomer composition, of\none or more functional monomer selected from the list consisting of:\nal) aminoalkyl (meth)acrylates and aminoalkyl\n(meth)acrylamides;\na2) nitriles of alkyl\n(meth)acrylic acid and other nitrogen-containing alkyl\n(meth)acrylates;\na3) (meth)acrylates of ether alcohols;\na4) oxiranyl alkyl (meth)acrylate;\na5) phosphorus-, boron- and/or silicon-containing alkyl (meth)acrylates;\na6) heterocyclic alkyl (meth)acrylates;\na7) vinyl halides;\na8) vinyl esters;\na9) vinyl monomers containing aromatic groups;\nal 0) heterocyclic vinyl compounds;\nall) vinyl and isoprenyl ethers;\na12) methacrylic acid and acrylic acid, and\nb) 30 to 80% by weight of one or more alkyl (meth)acrylate\nmonomer, wherein each\nof the alkyl group of the one or more alkyl (meth)acrylate monomer is\nindependently linear, cyclic or branched and comprises from 1 to 40 carbon\natoms, based on the total weight of the monomer composition, and\nCA 03146898 2022-01-11\nWO 2021/009116 37 PCT/EP2020/069746\nc)\n2u to tiu % by weight of the reaction product of one or more ester of\n(meth)acrylic\nacid and one or more hydroxylated hydrogenated polybutadiene having a\nnumber-average molecular weight (Mn) of 500 to 10,000 g/mol, based on the\ntotal\nweight of the monomer composition,\nand wherein the weight ratio of the one or more nanoparticle compound (A) to\nthe one or\nmore polymer compound (B) is 9:1 to 1:5.\n2. The use according to claim 1, wherein the one or more hydroxylated\nhydrogenated polybutadiene\nof component c) has a number-average molecular weight (Mn) of 1,500 to 2,100\ng/mol, more\npreferably 1,800 to 2,100 g/mol, most preferably 1,900 to 2,100 g/mol\ndetermined by gel\npermeation chromatography using polybutadiene calibration standards according\nto DIN\n55672-1 with tetrahydrofuran as eluent.\n3. The use according to claim 1 or 2, wherein the one or more polymer\ncompound (B) has a\nweight-average molecular weight (Mw) of 10,000 to 1,000,000 g/mol, more\npreferably 50,000\nto 800,000 g/mol, even more preferably 100,000 to 500,000 g/mol, most\npreferably 150,000\nto 350,000 g/mol determined by gel permeation chromatography using\npolymethylmethacrylate calibration standards and tetrahydrofuran as eluent.\n4. The use according to any one of claims 1 to 3, wherein the one or more\npolymer compound\n(B) is obtainable by polymerizing a monomer composition comprising:\na) 1 to 30 % by\nweight, preferably 5 to 30 % by weight, more preferably 10 to 20 %\nby weight of the one or more functional monomer as component a), based on the\ntotal weight of the monomer composition; and\nbl) 30 to 60 % by weight, preferably 30 to 50 % by weight, more preferably 35\nto 50 %\nby weight of one or more alkyl (meth)acrylate of formula (I), as first\ncomponent b):\nH *OW\n(1)\nwherein R is hydrogen or methyl, R1 means a linear, branched or cyclic alkyl\nresidue with 1 to 8 carbon atoms, preferably 1 to 5 carbon atoms, and more\npreferably 1 to 4 carbon atoms, based on the total weight of the monomer\ncomposition; and\nb2) 0 to 20 % by\nweight, preferably 1 to 15 % by weight, more preferably 1 to 10 %\nby weight of one or more alkyl (meth)acrylate of formula (II), as second\ncomponent b):\nH yi0 R2\nH (II)\nCA 03146898 2022-01-11\nWO 2021/009116 38 PCT/EP2020/069746\nwherein\nis hydrogen or methyl, R2 means a linear, branched or cyclic alkyl\nresidue with 9 to 15 carbon atoms, preferably 12 to 15 carbon atoms, and more\npreferably 12 to 14 carbon atoms, based on the total weight of the monomer\ncomposition; and\nb3) 0 to 20 % by\nweight, preferably 0 to 15 % by weight, more preferably 0 to 10 % by\nweight of one or more alkyl (meth)acrylate of formula (111), as third\ncomponent b):\nH ylirR3\n(111)\nwherein R is hydrogen or methyl, R3 means a linear, branched or cyclic alkyl\nresidue with 16 to 40 carbon atoms, preferably 16 to 30 carbon atoms, and more\npreferably 6 to 20 carbon atoms, based on the total weight of the monomer\ncomposition; and\nc) 20 to 60 % by weight, more preferably 25 to 55 % by weight, more\npreferably 30\nto 50 % by weight of the reaction product of one or more ester of\n(meth)acrylic\nacid and one or more hydroxylated hydrogenated polybutadiene having a\nnumber-average molecular weight (Mn) of 500 to 10,000 g/mol, based on the\ntotal\nweight of the monomer composition.\n5. The use according to any one of claims 1 to 4, wherein the weight ratio\nof the one or more\nnanoparticle compound (A) to the one or more polymer compound (B) is\npreferably 5:1 to 1:2,\nmore preferably 3:1 to 1:2.\n6. The use according to any one of claims 1 to 5, wherein the one or more\npolymer compound\n(B) is obtainable by polymerizing a monomer composition comprising:\nal) 0.5 to 5 % by weight of an aminoalkyl (meth)acrylamide, most preferably N-\n(3-\ndimethyl-aminopropypmethacrylamide, as first component a), based on the total\nweight of the monomer composition;\na9) 5 to 15 % by weight of a vinyl monomer containing aromatic groups, most\npreferably styrene, as second component a), based on the total weight of the\nmonomer composition;\nbl) 35 to 50 % by weight of an alkyl (meth)acrylate monomer of formula (0,\nmost\npreferably methyl methacrylate and/or butyl methacrylate, as first component\nb), based on the total weight of the monomer composition;\nb2) 1 to 10 % by weight of an alkyl (meth)acrylate monomer of formula\n(11), most\npreferably lauryl methacrylate, as second component b), based on the total\nweight of the monomer composition;\nc) 30 to 50 % by weight of an ester of a (meth)acrylic acid and a\nhydroxylated\nhydrogenated polybutadiene having a number-average molecular weight (Mn)\nof 500 to 10,000 g/mol, most preferably a macromonomer derived from the\nreaction of an ester of a (meth)acrylic acid and a hydroxylated hydrogenated\nCA 03146898 2022-01-11\nWO 2021/009116 39 PCT/EP2020/069746\npolybutadiene having a number-average molecular weight (Mn) of 1,500 to\n5,000 g/mol, as component c), based on the total weight of the monomer\ncomposition.\n7. The use according to any one of claims 1 to 6, wherein the weight\ncontents of monomers a),\nb) and c) of the monomer composition sum up to 100 % by weight, based on the\ntotal weight\nof the monomer composition.\n8. The use according to any one of claims 1 to 7, wherein the\nnanoparticle compound (A) is\nselected from hexagonal boron nitride (hBN) nanoparticle; carbon black, a\nmetal\nchalcogenide having a molecular formula MX2 wherein the metallic element M is\nmolybdenum (Mo) or tungsten (VV) and the chalcogen element X is sulfur (S); or\na mixture\nthereof.\n9. The use according to any one of claims 1 to 8, wherein the nanoparticle\ncomposition further\ncomprises a base fluid (C), which has a kinematic viscosity at 40 C from 3\ncSt to 30 cSt,\npreferably from 3 cSt to 15 cSt, according to ASTM D-445 and a flash point of\nmore than 110\nC according to ASTM D-93.\n10. The use according to claim 9, wherein the base fluid is selected from\nthe list consisting of an\nAPI Group I base oil, an API Group II base oil, an API Group III base oil, an\nAPI Group IV\nbase oil, an API Group V base oil, or a mixture thereof.\n11. The use according to claim 9 or 10, wherein the nanoparticle\ncomposition comprises 85 to\n99.9 % by weight of a base fluid (C) and 0.1 to 15 % by weight of (A) and (B),\nmore preferably\n90 to 99.9 % by weight of a base fluid (C) and 0.1 to 10 % by weight of (A)\nand (B), most\npreferably 92 to 99.5 % by weight of a base fluid (C) and 0.5 to 8 % by weight\nof (A) and (B),\nbased on the total weight of the nanoparticle composition.\n12. The use according to any one of claims 9 to 11, wherein the amounts of\n(A), (B) and (C) sum\nup to 100 % by weight, based on the total weight of the nanoparticle\ncomposition.\n13. The use according to any one of claims 1 to 12, wherein the\nnanoparticle composition\ncomprising one or more nanoparticle (A), one or more polymer compound (B) and\noptionally\nthe base fluid (C) is milled via a ball mill process.\n14. The use according to any one of claims 1 to 13, wherein the\nnanoparticle composition further\ncomprises one or more additive component (D) selected from the group\nconsisting of\nantioxidants, anti-wear additives, pour point depressants, corrosion\ninhibitors, metal\npassivators, electrostatic discharge depressants, defoaming agents, seal fix\nor seal\ncompatibility agents, rust inhibitors, demulsifiers, emulsifiers, friction\nmodifiers, extreme\npressure additives, dyes or a mixture thereof.\nCA 03146898 2022-01-11\nWO 2021/009116 40 PCT/EP2020/069746\n15. The use according to any one of claims 1 to 14, wherein the\nelectrical\nequipment system is\nselected from the group consisting of\nelectric\nbatteries\n,\nelectric\nmotors,\nelectric\nvehicle\ntransmission,\nelectric\ntransformers,\nelectric\ncapacitors, fluid-filled\ntransmission lines, fluid-\nfilled power cables, computers and power electronics. | 19186777.9 | European Patent Office (EPO) | 2019-07-17 | L'invention concerne l'utilisation d'une composition de nanoparticules en tant que fluide de transfert de chaleur dans une batterie ou d'autres systèmes d'équipement électrique. L'équipement électrique peut être en particulier des batteries électriques, des moteurs électriques, des transmissions de véhicule électrique, des transformateurs électriques, des condensateurs électriques, des lignes de transmission remplies de fluide, des câbles d'alimentation remplis de fluide, des ordinateurs et de l'électronique de puissance tels que des convertisseurs de puissance électrique. | True |
| 346 | Patent 2994323 Summary - Canadian Patents Database | CA 2994323 | NaN | VEHICLE | VEHICULE | NaN | FUJIYOSHI, TADASHI, KOSEKI, YUKIO, SHIINA, TAKAHIRO, KOMADA, HIDEAKI, KAWAMOTO, NOBUKI | 2018-08-28 | 2018-02-08 | BORDEN LADNER GERVAIS LLP | English | TOYOTA JIDOSHA KABUSHIKI KAISHA | CLAIMS:\n1. A\nvehicle\ncomprising:\nan engine that burns a gaseous mixture in a cylinder to generate a torque;\na generator that is rotated by the torque to generate\nelectricity\n; and\na motor that is driven by\nelectric\npower generated by the generator or\nelectric\npower generated by the generator accumulated in a\nbattery\nto generate a drive\ntorque for propelling the\nvehicle\n,\nwherein:\nthe generator has a rotary shaft to which the torque is transmitted,\nthe rotary shaft is disposed parallel to a front-rear direction of the\nvehicle\nin\nthe rear side of the engine,\nthe motor has an output shaft that outputs the drive torque to propel the\nvehicle\nand that is disposed parallel to a width direction of the\nvehicle\n,\nthe\nvehicle\nfurther comprises a drive housing that covers the motor, and a\ngenerating cover that covers the generator,\nat least part of the drive housing is disposed so as to overlap below the\ngenerating cover,\nthe\nvehicle\nfurther comprises an inverter that converts direct current\nelectric\npower outputted from the\nbattery\ninto alternating current\nelectric\npower for\nthe\nmotor,\nwherein the engine whose shape simplified so as to include an outline\nexternal shape is a rectangular parallelepiped in a posture disposed along a\nlong\n26\nside in a width direction of the\nvehicle\nand the generator whose shape\nsimplified so\nas to include an outline external shape is a cylinder in a posture disposed\nalong a\ncylindrical axis in the front-rear direction of the\nvehicle\n, have a combined\nexternal\noutline which is disposed in an L-shape when viewed from an upper surface of\nthe\nvehicle\n, and\nwherein the inverter is disposed in a space of the L-shape made by the\nexternal\noutline of the engine and the generator.\n2. The\nvehicle\naccording to claim 1,\nwherein the engine includes a crank shaft that outputs the torque, and that is\ndisposed parallel to the front-rear direction of the\nvehicle\ncoaxially with\nthe rotary\nshaft of the generator,\nthe\nvehicle\nfurther comprises: an axle that transmits the drive torque to\ndrive\nwheels to propel the\nvehicle\nand that is disposed coaxially with the output\nshaft;\nand a differential that transmits the drive torque to the axle to propel the\nvehicle\n,\nthe drive housing includes a first case covering the motor, and a second case\ndisposed adjacent to the first case in the width direction of the\nvehicle\nto\ncover the\ndifferential,\nthe second case has an outer diameter around the axle which is smaller than\nthat of first case, and the second case is disposed such that at least part of\nthe second\ncase overlaps below the generating cover, and\na lower portion of the generating cover overlaps the first case when viewed\nfrom the side of the\nvehicle\n.\n27\n3. The\nvehicle\naccording to claim 2,\nwherein the engine includes a horizontal engine including a cylinder bore that\nis formed in the cylinder, and a piston that makes reciprocating movement\nwithin\nthe cylinder bore,\nthe engine is mounted on the\nvehicle\nin such a manner that a reciprocating\ndirection of the piston within the cylinder bore intersects a vertical line at\na\npredetermined angle, and\nthe motor is disposed on a top dead center side of the piston with respect to\nthe differential.\n4. The\nvehicle\naccording to claim 3, wherein an intake system is provided\nabove the engine, and an exhaust system is provided below the engine.\n5. The\nvehicle\naccording to any one of claims 2 to 4, further comprising:\na cabin provided in the\nvehicle\n;\na center tunnel disposed extending in the front-rear direction of the\nvehicle\nwithin the cabin;\na speed reducer that transmits to the differential the drive torque to propel\nthe\nvehicle\ntransmitted from the output shaft; and\na third case covering the speed reducer while protruding upwardly toward\nthe rear side of the\nvehicle\nbetween the first case and the second case, and\na third case penetrates inside the center tunnel at least partially.\n6. The\nvehicle\naccording to any one of claims 1 to 5, further comprising:\n28\na charger that charges the\nbattery\nby receiving\nelectric\npower from an\nexternal power source,\nwherein the charger is disposed above the engine.\n7. A\nvehicle\ncomprising:\nan engine that burns a gaseous mixture in a cylinder to generate a torque;\na generator that is rotated by the torque to generate\nelectricity\n; and\na motor that is driven by\nelectric\npower generated by the generator or\nelectric\npower generated by the generator accumulated in a\nbattery\nto generate\na\ndrive torque for propelling the\nvehicle\n,\nwherein:\nthe engine includes a piston that makes reciprocating movement within a\ncylinder bore formed in a cylinder, and a crank shaft that outputs the torque\nin\nresponse to the reciprocating movement of the piston,\nthe generator has a rotary shaft to which the torque is transmitted,\nthe rotary shaft is disposed coaxially with the crankshaft,\nthe motor has an output shaft that outputs the drive torque to propel the\nvehicle\n,\nthe\nvehicle\nfurther comprises:\na differential having an axle that transmits the drive torque to drive\nwheels to propel the\nvehicle\nand that is disposed coaxially with the output\nshaft;\na generating cover that covers the generator;\na first case that covers the motor;\na second case that is disposed adjacent to the first case in the width\n29\ndirection of the\nvehicle\nto cover the differential; and\nan inverter that converts direct current\nelectric\npower outputted from\nthe\nbattery\ninto alternating current\nelectric\npower for the motor,\nwherein the second case has an outer diameter around the axle which\nis smaller than that of first case,\nthe second case is disposed such that at least part of the second case\noverlaps below the generating cover,\nthe motor is disposed on a top dead center side of the piston with\nrespect to the differential,\nthe engine whose shape simplified so as to include an outline external\nshape is a rectangular parallelepiped in a posture disposed along a long side\nin a width direction of the\nvehicle\nand the generator whose shape simplified\nso as to include an outline external shape is a cylinder in a posture disposed\nalong a cylindrical axis in the front-rear direction of the\nvehicle\n, have a\ncombined external outline which is disposed in an L-shape when viewed from\nan upper surface of the\nvehicle\n, and\nthe inverter is disposed in a space of the L-shape made by the external\noutline of the engine and the generator.\n8.\nThe\nvehicle\naccording to claim 7, wherein the engine is disposed in front of\nthe generator in the front-rear direction of the\nvehicle\n. | 2017-021983 | Japan | 2017-02-09 | Un véhicule comprend un propulseur, un générateur et un moteur. Le propulseur brûle un mélange gazeux dans un cylindre pour émettre une force dentraînement. Le générateur génère de lélectricité en étant tourné par la force dentraînement produite par le propulseur. Le moteur est entraîné en utilisant la puissance électrique générée par le générateur ou la puissance électrique qui sest accumulée dans une batterie chargée dune puissance électrique générée par le générateur, et le moteur génère ainsi une force dentraînement dun véhicule en marche. Un boîtier couvrant le moteur est dun diamètre plus large quun boîtier couvrant un différentiel. Le moteur possède un arbre de sortie émettant la force dentraînement du véhicule en marche, et possède un arbre de sortie placé parallèlement à une direction de largeur de véhicule. Le générateur est placé de manière à ce quune partie du générateur chevauche une section supérieure du boîtier couvrant le différentiel. | True |
| 347 | Patent 2971208 Summary - Canadian Patents Database | CA 2971208 | NaN | BATTERYMODULE SYSTEM | SYSTEME DE MODULE DE BATTERIE | NaN | HUGHES, TIMOTHY E., WANG, LINGCHANG, AHMAD, ARFAN | NaN | 2015-12-15 | FASKEN MARTINEAU DUMOULIN LLP | English | A123 SYSTEMS LLC | CLAIMS:\n1. A\nbattery\nassembly comprising:\na cell group comprising:\nthree cylindrical\nbattery\ncells arranged in a triangular configuration;\nan\nelectrical\nisolation spacer positioned between the three cylindrical\nbattery\ncells and extending between ends of the\nbattery\ncells; and\na casing wrapped around the\nbattery\ncells for restricting relative movement of\nthe cells and spacer; and\na housing for retaining the cell group.\n2. The\nbattery\nassembly of claim 1, wherein two of the three cylindrical\nbattery\ncells are\norientated in the same parallel direction, opposite an antiparallel direction\nof a third of the three\ncylindrical\nbattery\ncells, and wherein the spacer is equidistant from a\ncentral axis of each of the\nthree cylindrical\nbattery\ncells.\n3. The\nbattery\nassembly of claim 1, further comprising two or more\nbattery\ncell modules,\nwhere each of the two or more\nbattery\ncell modules includes the cell group.\n4. The\nbattery\nassembly of claim 3, wherein each of the two or more\nbattery\ncell modules\nfurther comprises three additional cell groups physically coupled to the cell\ngroup via a second\ncasing wrapped around the three additional cell groups and the cell group for\nrestricting relative\nmovement of the three additional cell groups and cell group.\n5. The\nbattery\nassembly of claim 4, wherein each of the two or more\nbattery\ncell modules\nfurther comprises two secondary\nelectrical\nisolation spacers positioned\nbetween the three\nadditional cell groups and the cell group.\n6. The\nbattery\nassembly of claim 4, wherein two of the three additional\ncell groups are\norientated antiparallel to the cell group.\n7. The\nbattery\nassembly of claim 4, further comprising bus bars\nelectrically\ncoupling\ncylindrical cells of the three additional cells groups and the cell group, the\nbus bars further\ncomprising voltage monitoring terminals, and current transfer terminals.\n8. The\nbattery\nassembly of claim 7, further comprising a wiring harness\nelectrically\ncoupling the voltage monitoring terminals to a voltage management connector\nfor providing\nan indication of voltages of the\nbattery\ncells.\n9. A\nbattery\nsystem comprising:\na plurality of cylindrical cells;\na primary sheath binding three of the plurality of cylindrical cells together\nto\nform a cell group;\na secondary sheath binding two or more cell groups;\na\nbattery\ncell module comprising the secondary sheath and two or more cell\ngroups; and\na housing containing the\nbattery\ncell module.\n10. The\nbattery\nsystem of claim 9, wherein the three of the plurality of\ncylindrical cells are\narranged in a triangular configuration, and where the primary sheath is\nwrapped around a\ncurved surface of each of the three of the plurality of cylindrical cells.\n11. The\nbattery\nsystem of claim 9, wherein the cell group comprises a non-\nconductive\nelectrical\nisolation spacer, positioned between the three of the plurality of\ncylindrical cells for\nlimiting current flow between the three of the plurality of cylindrical cells.\n12. The\nbattery\nsystem of claim 9, wherein the\nbattery\ncell module further\ncomprises two\nelectrical\nisolation spacers positioned between the two or more\nbattery\ncell\ngroups.\n13. The\nbattery\nsystem of claim 9, wherein the primary sheath is\nconstructed from a plastic\npolymer which when heated, shrinks and conforms to the shape of the three of\nthe plurality of\ncylindrical cells and creates a rigid structure around the three of the\nplurality of cylindrical\ncells.\n14. The\nbattery\nsystem of claim 9, wherein the plurality of cylindrical\ncells comprise a\npositive terminal and a negative terminal, and where two of the three of the\nplurality of\ncylindrical cells are aligned in the same orientation such that a first end of\nthe cell group\nincludes two negative terminals and a second end of the cell groups includes\ntwo positive\nterminals.\n15. The\nbattery\nsystem of claim 9, wherein the\nbattery\nmodule further\ncomprises bus bars,\nwhere the bus bars\nelectrically\ncouple the plurality of cylindrical cells in\nseries or parallel, and\nwhere the bus bars comprise voltage monitoring terminals, and interconnect\nterminals.\n16. The\nbattery\nsystem of claim 15, wherein the\nbattery\nmodule further\ncomprises a voltage\nmanagement connector\nelectrically\ncoupled to the voltage monitoring terminals,\nfor providing\nan indication of the voltages of the plurality of cylindrical cells.\n17. The\nbattery\nsystem of claim 15 further comprising, an inter-module\nconnector\nelectrically\ncoupled to one of the interconnect terminals, and providing\nelectrical\ncommunication between the\nbattery\nmodule and an adjacent\nbattery\nmodule\nincluded in the\nbattery\nfor conducting\nelectrical\ncurrent there-between.\n18. A\nvehicle\nbattery\ncomprising:\ntwo or more\nbattery\ncell modules, each of the two or more\nbattery\ncell modules\ncomprising:\ntwo or more cell groups, the two or more cell groups comprising exactly three\ncylindrical\nbattery\ncells and a primary sheath wrapped around the cells;\ntwo or more\nelectrical\nisolation spacers positioned between the two or more\ncell\ngroups;\na secondary sheath wrapped around the two or more cell groups;\nbus bars\nelectrically\ncoupling the cylindrical\nbattery\ncells of the two or\nmore\ncell groups; and\na voltage monitoring tab,\nelectrically\ncoupled to the bus bars for monitoring\nvoltages of the cylindrical\nbattery\ncells;\nan inter-module connector for\nelectrically\ncoupling the two or more\nbattery\ncell\nmodules; and\na housing for retaining the two or more\nbattery\ncell modules.\n19. The\nvehicle\nbattery\nof claim 18, wherein the primary sheath and\nsecondary sheath\ncomprise a plastic polymer.\n20. The\nvehicle\nbattery\nof claim 18, wherein the two or more\nbattery\ncell modules are\naligned parallel to one another. | 62/092,168 | United States of America | 2014-12-15 | L'invention concerne une batterie comprenant une pluralité d'éléments de type cylindrique. Trois éléments cylindriques peuvent être aménagés dans une configuration triangulaire, avec un espaceur d'isolation électrique positionné entre les trois éléments cylindriques ; et un boîtier peut envelopper les éléments afin de limiter le mouvement relatif des éléments formant un groupe d'éléments. De multiples groupes d'éléments, séparés par des séparateurs d'isolation électrique, peuvent être couplés électriquement par l'intermédiaire de barres omnibus et aménagés en vue de former un module d'éléments, de multiples modules d'éléments pouvant être inclus dans la batterie, et les modules d'éléments pouvant être couplés électriquement par l'intermédiaire de connecteurs inter-modules. | True |
| 348 | Patent 2971208 Summary - Canadian Patents Database | CA 2971208 | NaN | BATTERYMODULE SYSTEM | SYSTEME DE MODULE DE BATTERIE | NaN | HUGHES, TIMOTHY E., WANG, LINGCHANG, AHMAD, ARFAN | NaN | 2015-12-15 | FASKEN MARTINEAU DUMOULIN LLP | English | A123 SYSTEMS LLC | CLAIMS:\n1. A\nbattery\nassembly comprising:\na cell group comprising:\nthree cylindrical\nbattery\ncells arranged in a triangular configuration;\nan\nelectrical\nisolation spacer positioned between the three cylindrical\nbattery\ncells and extending between ends of the\nbattery\ncells; and\na casing wrapped around the\nbattery\ncells for restricting relative movement of\nthe cells and spacer; and\na housing for retaining the cell group.\n2. The\nbattery\nassembly of claim 1, wherein two of the three cylindrical\nbattery\ncells are\norientated in the same parallel direction, opposite an antiparallel direction\nof a third of the three\ncylindrical\nbattery\ncells, and wherein the spacer is equidistant from a\ncentral axis of each of the\nthree cylindrical\nbattery\ncells.\n3. The\nbattery\nassembly of claim 1, further comprising two or more\nbattery\ncell modules,\nwhere each of the two or more\nbattery\ncell modules includes the cell group.\n4. The\nbattery\nassembly of claim 3, wherein each of the two or more\nbattery\ncell modules\nfurther comprises three additional cell groups physically coupled to the cell\ngroup via a second\ncasing wrapped around the three additional cell groups and the cell group for\nrestricting relative\nmovement of the three additional cell groups and cell group.\n5. The\nbattery\nassembly of claim 4, wherein each of the two or more\nbattery\ncell modules\nfurther comprises two secondary\nelectrical\nisolation spacers positioned\nbetween the three\nadditional cell groups and the cell group.\n6. The\nbattery\nassembly of claim 4, wherein two of the three additional\ncell groups are\norientated antiparallel to the cell group.\n7. The\nbattery\nassembly of claim 4, further comprising bus bars\nelectrically\ncoupling\ncylindrical cells of the three additional cells groups and the cell group, the\nbus bars further\ncomprising voltage monitoring terminals, and current transfer terminals.\n8. The\nbattery\nassembly of claim 7, further comprising a wiring harness\nelectrically\ncoupling the voltage monitoring terminals to a voltage management connector\nfor providing\nan indication of voltages of the\nbattery\ncells.\n9. A\nbattery\nsystem comprising:\na plurality of cylindrical cells;\na primary sheath binding three of the plurality of cylindrical cells together\nto\nform a cell group;\na secondary sheath binding two or more cell groups;\na\nbattery\ncell module comprising the secondary sheath and two or more cell\ngroups; and\na housing containing the\nbattery\ncell module.\n10. The\nbattery\nsystem of claim 9, wherein the three of the plurality of\ncylindrical cells are\narranged in a triangular configuration, and where the primary sheath is\nwrapped around a\ncurved surface of each of the three of the plurality of cylindrical cells.\n11. The\nbattery\nsystem of claim 9, wherein the cell group comprises a non-\nconductive\nelectrical\nisolation spacer, positioned between the three of the plurality of\ncylindrical cells for\nlimiting current flow between the three of the plurality of cylindrical cells.\n12. The\nbattery\nsystem of claim 9, wherein the\nbattery\ncell module further\ncomprises two\nelectrical\nisolation spacers positioned between the two or more\nbattery\ncell\ngroups.\n13. The\nbattery\nsystem of claim 9, wherein the primary sheath is\nconstructed from a plastic\npolymer which when heated, shrinks and conforms to the shape of the three of\nthe plurality of\ncylindrical cells and creates a rigid structure around the three of the\nplurality of cylindrical\ncells.\n14. The\nbattery\nsystem of claim 9, wherein the plurality of cylindrical\ncells comprise a\npositive terminal and a negative terminal, and where two of the three of the\nplurality of\ncylindrical cells are aligned in the same orientation such that a first end of\nthe cell group\nincludes two negative terminals and a second end of the cell groups includes\ntwo positive\nterminals.\n15. The\nbattery\nsystem of claim 9, wherein the\nbattery\nmodule further\ncomprises bus bars,\nwhere the bus bars\nelectrically\ncouple the plurality of cylindrical cells in\nseries or parallel, and\nwhere the bus bars comprise voltage monitoring terminals, and interconnect\nterminals.\n16. The\nbattery\nsystem of claim 15, wherein the\nbattery\nmodule further\ncomprises a voltage\nmanagement connector\nelectrically\ncoupled to the voltage monitoring terminals,\nfor providing\nan indication of the voltages of the plurality of cylindrical cells.\n17. The\nbattery\nsystem of claim 15 further comprising, an inter-module\nconnector\nelectrically\ncoupled to one of the interconnect terminals, and providing\nelectrical\ncommunication between the\nbattery\nmodule and an adjacent\nbattery\nmodule\nincluded in the\nbattery\nfor conducting\nelectrical\ncurrent there-between.\n18. A\nvehicle\nbattery\ncomprising:\ntwo or more\nbattery\ncell modules, each of the two or more\nbattery\ncell modules\ncomprising:\ntwo or more cell groups, the two or more cell groups comprising exactly three\ncylindrical\nbattery\ncells and a primary sheath wrapped around the cells;\ntwo or more\nelectrical\nisolation spacers positioned between the two or more\ncell\ngroups;\na secondary sheath wrapped around the two or more cell groups;\nbus bars\nelectrically\ncoupling the cylindrical\nbattery\ncells of the two or\nmore\ncell groups; and\na voltage monitoring tab,\nelectrically\ncoupled to the bus bars for monitoring\nvoltages of the cylindrical\nbattery\ncells;\nan inter-module connector for\nelectrically\ncoupling the two or more\nbattery\ncell\nmodules; and\na housing for retaining the two or more\nbattery\ncell modules.\n19. The\nvehicle\nbattery\nof claim 18, wherein the primary sheath and\nsecondary sheath\ncomprise a plastic polymer.\n20. The\nvehicle\nbattery\nof claim 18, wherein the two or more\nbattery\ncell modules are\naligned parallel to one another. | 62/092,168 | United States of America | 2014-12-15 | L'invention concerne une batterie comprenant une pluralité d'éléments de type cylindrique. Trois éléments cylindriques peuvent être aménagés dans une configuration triangulaire, avec un espaceur d'isolation électrique positionné entre les trois éléments cylindriques ; et un boîtier peut envelopper les éléments afin de limiter le mouvement relatif des éléments formant un groupe d'éléments. De multiples groupes d'éléments, séparés par des séparateurs d'isolation électrique, peuvent être couplés électriquement par l'intermédiaire de barres omnibus et aménagés en vue de former un module d'éléments, de multiples modules d'éléments pouvant être inclus dans la batterie, et les modules d'éléments pouvant être couplés électriquement par l'intermédiaire de connecteurs inter-modules. | True |
| 349 | Patent 2979419 Summary - Canadian Patents Database | CA 2979419 | NaN | RANGE EXTENDERVEHICLE | VEHICULE A PROLONGATEUR D'AUTONOMIE | NaN | JIN, PU | 2018-07-03 | 2016-01-13 | NELLIGAN O'BRIEN PAYNE LLP | English | TECHNOLOGIES' XANADU OF RESONATORY-SOLAR-SYSTEMED CO., LTD. | WHAT IS CLAIMED IS:\n1. A range extender\nvehicle\n, comprising wheels (11) and a\nvehicle\nframe (12),\nwherein the range\nextender\nvehicle\nfurther comprises:\na turboshaft engine (1) arranged on a chassis of the\nvehicle\nframe (12); a\nturboshaft engine\ncontroller (2); a generator (3); a\nbattery\npack (4); a\nbattery\ncontroller (5);\ndriving motors (6), a\nbattery\nradiator (7), a\nbattery\nthermal energy management system, a gasholder (9), a\ncentral controller (10),\na thermal energy recycling device (13), a thermal energy transmission pipe\n(14), a compressed air\nheater (15);\na signal end of the turboshaft engine (1) is connected to the turboshaft\nengine controller (2), a\ntransmission shaft of the turboshaft engine (1) is connected to a rotation\nshaft of the generator (3)\nand is configured to drive the generator (3) to produce\nelectric\nenergy;\nthe generator (3) is configured to output the produced\nelectric\nenergy to the\nbattery\npack (4)\nand the driving motors (6); the\nbattery\npack (4) is connected to the driving\nmotors (6), and a signal\nend of the\nbattery\npack (4) is connected to the\nbattery\ncontroller (5);\na power transmission shaft of each of the driving motors (6) is connected to a\ndriving shaft of\nthe corresponding wheel (11);\na cold-air channel of the\nbattery\nradiator (7) is connected to the\nbattery\npack (4); and\na gas-transmission pipe of the gasholder (9) is connected to a gas-inputting\npipe of a combustor\nof the turboshaft engine (1), for providing gas to the turboshaft engine (1),\na signal end of the generator (3), the signal end of the\nbattery\npack (4) and\nsignal ends of the\ndriving motors (6) are connected to the central controller (10), and the\ngenerator (3) is configured to\noutput\nelectric\nenergy of rated power to the\nbattery\npack (4) and the driving\nmotors (6) according to\na control ratio provided by the central controller (10);\nthe\nbattery\nthermal energy management system comprises a temperature sensor\nand an actuator,\nthe temperature sensor is connected to the actuator via a signal line, the\ntemperature sensor is\narranged at a surface of the\nbattery\npack (4), and the actuator is connected\nto a switch of the\nturboshaft engine (1);\nthe thermal energy recycling device (13) is arranged at a tail end of the\ncombustor of the\nturboshaft engine (1), for absorbing thermal energy produced by burning gas in\nthe turboshaft engine\n(1);\n12\nan input end of the thermal energy transmission pipe (14) is connected to the\nthermal energy\nrecycling device (13), and an output end of the thermal energy transmission\npipe (14) is connected\nto the compressed air heater (15);\ntwo branch pipes are arranged at an output end of the compressor air heater\n(15), a first pipe of\nthe two branch pipes is connected to an inlet of the combustor of the\nturboshaft engine (1), for\nheating gas entered into the turboshaft engine (1), and a second pipe of the\ntwo branch pipes is\nconnected to a warm-air outlet of the\nvehicle\n, for\nvehicle\nheating.\n2. The range extender\nvehicle\naccording to claim 1, wherein the thermal energy\nrecycling device\n(13) comprises a fin typed heat-exchanger.\n3. The range extender\nvehicle\naccording to claim 1 or 2, comprising two or\nfour driving motors\n(6).\n4. The range extender\nvehicle\naccording to any one of claims 1 to 3, wherein\nthe turboshaft\nengine comprises:\na combustor (1-1), a pressure-regulating nozzle (1-2), an intake turbine (1-\n3), an outtake turbine\n(1-4), a tailpipe (1-5) and a transmission shaft (1-6);\nwherein the intake turbine (1-3) employs a first turbine rotor with suspension\nrotation mode on\nwhich first guide vanes are arranged, and the first guide vanes are mounted at\nan inlet of a gas-\ninputting pipe of the combustor (1-1), and the first guide vanes are\nconfigured to guide gas to the\ngas-inputting pipe;\nan inlet of the combustor (1-1) is connected to the gas-inputting pipe, and a\ntail end of the\ncombustor (1-1) is provided with the transmission shaft (1-6) and the outtake\nturbine (1-4).\n5. The range extender\nvehicle\naccording to claim 4, wherein the outtake\nturbine (1-4) employs\na second turbine rotor with suspension rotation mode on which second guide\nvanes are arranged,\nwherein an outlet of a cavity where the second guide vanes are located is\nconnected to an inlet of\nthe tailpipe (1-5); the pressure-regulating nozzle (1-2) is arranged at the\nfront of the inlet of the\ncombustor (1-1), to regulate a gas pressure for entering into the combustor (1-\n1).\n13\n6. A method for charging the range extender\nvehicle\naccording to claim 1,\ncomprising:\na static charge mode: when the driving motors (6) are not in operation,\ncontrolling, via the\ncentral controller (10), the generator (3) to charge the\nbattery\npack (4)\nslowly or quickly;\na moving charge mode: when the driving motors (6) work under a standard power,\ncontrolling,\nvia the central controller (10), the generator (3) to supply power to the\nbattery\npack (4); when the\ndriving motors (6) work under an extra-high power, controlling, via the\ncentral controller (10), the\ngenerator (3) and the\nbattery\npack (4) to supply power to the driving motors\n(6) together;\nwhen the\nbattery\npack (4) is exhausted and a high performance driving is\nrequired, controlling,\nvia the central controller (10), the generator (3) to directly drive the\ndriving motors (6) with a huge\npower and not charge the\nbattery\npack (4); when power consumption is reduced\nsuch that the driving\nmotors (6) work under the standard power, entering to the moving charge mode;\nwhen the\nvehicle\nis stopped, entering the static charge mode automatically.\n14 | 201510129254.8 | China | 2015-03-24 | La présente invention concerne un véhicule à prolongateur d'autonomie qui comprend : un turbomoteur (1) agencé sur un châssis de carrosserie de véhicule (12), un dispositif de commande (2) de turbomoteur, un générateur (3), un bloc-batterie (4), un dispositif de commande (5) de batterie, un moteur d'entraînement (6), un radiateur de chauffage de batterie (7) et un réservoir de stockage de gaz (9). Une extrémité de signal du turbomoteur (1) est reliée au dispositif de commande (2) de turbomoteur. Un arbre de transmission (1-6) est relié à un arbre rotatif du générateur (3). Le générateur (3) délivre une énergie électrique au bloc-batterie (4) et au moteur d'entraînement (6) respectivement. Le bloc-batterie (4) et le moteur d'entraînement (6) sont reliés l'un à l'autre et connectés au dispositif de commande (5) de batterie au niveau de l'extrémité de signal. L'arbre de transmission du moteur d'entraînement (6) est relié aux roues (11). Un canal d'air froid du radiateur de chauffage de batterie (7) mène au bloc-batterie (4). Une conduite de gaz du réservoir de stockage de gaz (9) est reliée à une conduite d'entrée de gaz du turbomoteur (1). La présente invention forme un système stable, hautement efficace et respectueux de l'environnement et présente les avantages d'un rapport puissance sur poids élevé, d'une faible consommation d'énergie, de faibles émissions et de bruits et vibrations réduits, ce qui élimine le besoin d'un système de traitement des gaz d'échappement, est facile à entretenir et présente également une longue durée de vie utile. | True |
| 350 | Patent 3076689 Summary - Canadian Patents Database | CA 3076689 | NaN | ELECTRICVEHICLEBATTERYCHARGER | CHARGEUR DE BATTERIE POUR VEHICULE ELECTRIQUE | NaN | VAHEDI, HANI, FORGET, MARC-ANDRE | NaN | 2018-10-12 | ANGLEHART ET AL. | English | DCBEL INC. | What is claimed is:\n1. A\nbattery\ncharger for delivering power to an\nelectric\npower storage\nbattery\n, said\nbattery\ncharger comprising:\nan AC input for receiving single phase power from an\nelectrical\nentry;\na\nbattery\ncharging controller interface for communicating with the\nelectric\npower storage\nbattery\nand receiving a charge voltage value;\na power converter connected to said AC input and responsive to said charge\nvoltage value\nto convert power from said AC input to DC at a DC output at a variable voltage\naccording to said\ncharge voltage value for a DC load, said power converter comprising:\nat least one high voltage capacitor for storing power at a voltage boosted\nabove a\npeak voltage of said AC input;\na rectifier circuit comprising:\nan inductor connected in series with said AC input,\na low voltage capacitor,\none of:\ntwo diodes connected between a first AC input terminal and opposed\nends of said high voltage capacitor; and\ntwo high voltage switches connected between a first AC input\nterminal and opposed ends of said high voltage capacitor,\ntwo intermediate low voltage power switches connected between said\nopposed end of said high voltage capacitor and opposed ends of said low\nvoltage\ncapacitor, and\ntwo terminal low voltage power switches connected between said opposed\nends of said low voltage capacitor and a second AC terminal,\nwherein a DC load can be connected to said opposed ends of said high\nvoltage capacitor; and\na controller having at least one sensor for sensing current and/or voltage in\nsaid\nrectifier circuit and connected to a gate input of said two intermediate low\nvoltage\npower switches and said two terminal low voltage power switches.\n2. The charger as defined in claim 1, wherein said controller is operative\nfor causing said\nrectifier circuit to operate in a boost mode wherein a voltage of said high\nvoltage capacitor is higher\n39\nthan a peak voltage of said AC input, and said two intermediate low voltage\npower switches and\nsaid two terminal low voltage power switches are switched with redundant\nswitching states in\nresponse to a measurement of a voltage present at said low voltage capacitor\nso as to maintain said\nlow voltage capacitor at a predetermined fraction of a desired voltage for\nsaid high voltage\ncapacitor and to thus maintain said high voltage capacitor at a desired high\nvoltage, with said\nrectifier circuit supplying said DC load and absorbing power as a five-level\nactive rectifier with\nlow harmonics on said AC input.\n3. The charger as defined in any of claim 1 or 2 wherein said\nbattery\ncharging controller\ninterface further communicates with the\nelectric\npower storage\nbattery\nand\nreceives a desired\ncharge current value, and said power converter is further responsive to said\ndesired charge current\nvalue to convert power from said AC input to DC at a DC output at a variable\ncurrent not exceeding\nsaid desired charge current value for a DC load.\n4. The charger as defined in any of claims 1 to 3, further comprising a\nbuck converter circuit\nfor converting DC power from said opposed ends of said high voltage capacitor\nto a lower DC\noutput voltage set by said charge voltage value.\n5. The charger as defined in any of claims 1 to 4, further comprising a\nboost converter circuit\nfor converting DC power from said opposed ends of said high voltage capacitor\nto a higher DC\noutput voltage set by said charge voltage value.\n6. The charger as defined in any one of claims 1 to 5, comprising said\nsocket-type connector\nfor removing and replacing said high voltage capacitor from said active\nrectifier circuit.\n7. The charger as defined in claim 6, wherein said high voltage capacitor\nis integrated into a\nplug-in module comprising at least one electronic identification component and\nan interface for\nconnecting said electronic identification component to said controller,\nwherein said controller is\nconfigured to prevent operation when said electronic identification component\nis absent or fails to\nprovide a valid identification for said plug-in module.\n8. The charger as defined in any one of claims 1 to 7, wherein said two\nintermediate low\nvoltage power switches and said two terminal low voltage power switches are\nswitched at a\nfrequency above 10 kHz.\n9. The charger as defined in any one of claims 1 to 8, wherein said single-\nphase AC input is\nabout 240 V RMS and said DC output power is at a voltage greater than 350 V.\n10. The charger as defined in any one of claims 1 to 9, wherein said\ncharger comprises a\nhousing including a connector backplane having a plurality of module sockets\nand at least one\nmodule connected in said module socket, each of said modules comprising said\nrectifier circuit,\nsaid modules working in parallel to provide DC power to said load.\n11. The charger as defined in claim 10, wherein said high voltage capacitor\nof each one of\nsaid modules is about 4 millifarads.\n12. The charger as defined in claim 10 or 11, wherein each one of said\nmodules is able to\nsupply more than about 2 kW of DC load power.\n13. The charger as defined in any one of claim 1 to 12, further comprising\na DC\nvehicle\ncharging cable and a charging plug.\n14. The charger as defined in any one of claim 1 to 10, wherein said\ncharger is able to supply\nmore than 9.5 kW of DC load power.\n15. The charger as defined in any one of claims 1 to 14, wherein said\ncharger is a portable\ncharger further comprising an AC input cable, a DC output cable, a housing\nincluding a connector\nbackplane having a plurality of module sockets and at least one module\nconnected in said module\nsocket, each of said modules comprising said rectifier circuit, said modules\nworking in parallel to\nprovide DC power to said load.\n41\n16. The charger as defined in any one of claim 1 to 15, wherein said power\nconverter comprises\nan\nelectrical\nentry power sensor for measuring power drawn by said\nelectrical\nentry from its\ndistribution transformer and a power drawn increase prediction module having\nan input for\nreceiving a value of said power drawn and an output providing a value of a\ngreatest probable jump\nin power drawn at said\nelectrical\nentry, said power converter being configured\nto restrict said\ncurrent level output by said power converter so as to prevent power drawn by\nsaid\nelectrical\nentry\nfrom exceeding a predefined limit should said greatest probable jump in power\ndrawn occur.\n17. The charger as defined in claim 15, wherein said\nelectrical\nvehicle\nhas a\nreceptor with a\npresence sensor showing the presence of a connector of said portable charger.\n18. The charger as defined in claim 14 or 15, further comprising one of: a\nRadio-frequency\nidentification (RFID); and Bluetooth sensor, to indicate the presence of the\nportable charger within\nor in proximity of the\nvehicle\n.\n19. The\nbattery\ncharger in any of claims claim 1 to 18 wherein:\nsaid rectifier circuit is a bidirectional rectifier/inverter circuit\ncomprising an\ninductor connected in series with an AC port, a low voltage capacitor, two\nhigh voltage\npower switches connected between a first AC terminal and opposed ends of said\nhigh\nvoltage capacitor, two intermediate low voltage power switches connected\nbetween said\nopposed end of said high voltage capacitor and opposed ends of said low\nvoltage\ncapacitor, and two terminal low voltage power switches connected between said\nopposed\nends of said low voltage capacitor and a second AC terminal;, wherein a DC\nport can be\nconnected to said opposed ends of said high voltage capacitor;\nsaid controller is a first controller for a rectifier mode having at least one\nsensor\nfor sensing current and/or voltage in said bidirectional rectifier/inverter\nand connected to\na gate input of said two high voltage power switches, said two intermediate\nlow voltage\npower switches and said two terminal low voltage power switches for causing\nsaid\nrectifier circuit to operate in a boost mode wherein a voltage of said high\nvoltage\ncapacitor is higher than a peak voltage of said AC input, and said two high\nvoltage power\n42\nswitches are controlled to switch on and off at a frequency of said AC input,\nand said two\nintermediate low voltage power switches and said two terminal low voltage\npower\nswitches are switched with redundant switching states in response to a\nmeasurement of a\nvoltage present at said low voltage capacitor so as to maintain said low\nvoltage capacitor\nat a predetermined fraction of a desired voltage for said high voltage\ncapacitor and to thus\nmaintain said high voltage capacitor at a desired high voltage, with said\nrectifier circuit\nsupplying said DC load and absorbing power as a five-level active rectifier\nwith low\nharmonics on said AC input; and\nsaid power converter further comprises a second controller for an inverter\nmode\nconnected to said two high voltage power switches, said two intermediate low\nvoltage\npower switches and said two terminal low voltage power switches and configured\nto\ngenerate and apply to said two high voltage power switches, said two\nintermediate low\nvoltage power switches and said two terminal low voltage power switches signal\nwaveforms comprising a first control signal for causing said low voltage\ncapacitor to be\nseries connected with said DC port and said AC port and charged to a\npredetermined value\nproportional to a Voltage of said DC port, and a second control signal for\ncausing said low\nvoltage capacitor to be disconnected from the DC port and series connected\nwith the AC\nport, thereby causing the low voltage capacitor to be discharged.\n20. The\nbattery\ncharger in any of claims 1 to 19 further comprising an AC\noutput for Level 1 or\nLevel 2 EV charging and a switch for disconnecting said power converter and\nconnecting an AC\ncurrent between the AC input and the AC output.\n21. A level 2 AC EV\nbattery\ncharger upgradeable to a level 3 DC EV charger for\ndelivering power\nto an\nelectric\npower storage\nbattery\n, said\nbattery\ncharger comprising:\na housing comprising:\nan AC input for receiving single phase power from an\nelectrical\nentry;\nan AC output;\na DC output;\n43\na connector backplane having at least one module connector adapted for\nreceiving at\nleast one DC power converter module and for connecting the AC input and the DC\noutput; and\na switch for connecting an AC current between the AC input and the AC output.\n22. The\nbattery\ncharger as defined in claim 21 wherein the switch is\ncontrolled by said at least\none DC power converter module.\n23. The\nbattery\ncharger as defined in claim 22 wherein the switch has to be\nopen to allow said at\nleast one DC power converter module to be physically installed.\n24. The\nbattery\ncharger as defined in claim 23 wherein the switch is a socket-\ntype connector.\n25. The\nbattery\ncharger as defined in any of claims 21 to 24 further\ncomprising a surcharge\nprevention module preventing an AC output voltage to exceed a desired charge\nvoltage and an AC\noutput current to exceed a desired charge current.\n26. The\nbattery\ncharger as defined in any one of claims 21 to 25 further\ncomprising a\nbattery\ncharging controller interface for communicating with the\nelectric\npower\nstorage\nbattery\nand\nreceiving a charge voltage value and a desired charge current value.\n27. A\nbattery\ncharger for delivering power to an\nelectric\npower storage\nbattery\n, said\nbattery\ncharger\ncomprising:\nan AC input for receiving single phase power from an\nelectrical\nentry;\nan\nelectrical\nentry power sensor for measuring power drawn by said\nelectrical\nentry from\nits distribution transformer;\na power drawn increase prediction module having an input for receiving a value\nof said\npower drawn and an output providing a value of a greatest probable jump in\nsaid power drawn at\nsaid\nelectrical\nentry;\na\nbattery\ncharging controller interface for communicating with the\nelectric\npower storage\nbattery\nand receiving a charge voltage value;\n44\na power converter connected to said AC input and responsive to said charge\nvoltage value\nand said desired charge current value to convert power from said AC input to\nDC at a DC output\nat a variable voltage according to said charge voltage value, said power\nconverter being configured\nto restrict said current level output by said power converter so as to prevent\nsaid power drawn by\nsaid\nelectrical\nentry from exceeding a predefined limit should said greatest\nprobable jump in said\npower drawn occur.\n28. The\nbattery\ncharger in claim 27 wherein said power converter comprises a\ncharging power\nprogram module having a user input interface for receiving user input defining\ncharging\naggressivity parameters, wherein said charging power program module controls\nsaid current level\nover time in response to said charging aggressivity parameters.\n29. The charger as defined in claim 27 or 28, wherein said user input\ninterface for receiving user\ninput comprises at least one switch provided on said charging plug.\n30. The charger as defined in any of claims 27 to 29, further comprising a\nnetwork interface,\nwherein said user input interface for receiving user input comprises a remote\ndevice user interface\nconnected to said network interface.\n31. The charger as defined in any one of claims 27 to 30, wherein said\ncharging power program\nmodule records a history of charging current so that an assessment of\nbattery\ndegradation can be\nperformed.\n32. The charger as defined in any one of claims 27 to 31, further comprising a\nsheddable load\nswitch; wherein said power drawn increase prediction module is connected to\nsaid sheddable load\nswitch for temporarily disconnecting at least one shiftable load connectable\nto said sheddable load\nswitch when said greatest near-term probable jump in power drawn poses a risk\nof exceeding said\npredefined limit, said power drawn increase prediction module is configured to\nre-connect said\nshiftable load when the said power drawn increase predictor module determines\nthat the near-term\nrisk of exceeding said predefined limit has subsided. | PCT/CA2017/051218 | Canada | 2017-10-13 | L'invention concerne, selon différents modes de réalisation, un chargeur de batterie pouvant recevoir de l'énergie en courant alternatif monophasée et fournir à la fois un courant alternatif et un courant continu à une batterie de stockage d'énergie électrique. Une entrée en courant alternatif reçoit une énergie monophasée à partir d'une entrée électrique, un commutateur est connecté à l'entrée en courant alternatif et la connecte en outre à une sortie en courant alternatif qui répond à une valeur de tension de charge et à une valeur de courant de charge souhaitée pour convertir la puissance en une tension continue variable à un courant variable ne dépassant pas une valeur de courant de charge souhaitée pour une charge en courant continu. Le convertisseur de puissance comprend au moins un condensateur haute tension pour stocker de l'énergie à une tension survoltée au-dessus d'une tension de crête de l'entrée en courant alternatif. | True |
| 351 | Patent 3142152 Summary - Canadian Patents Database | CA 3142152 | NaN | SMARTBATTERYBACKUP SYSTEM | SYSTEME DE BATTERIE DE SECOURS INTELLIGENT | NaN | HEATLEY, NOLAN C., BACH, STEVEN J. | NaN | 2020-06-01 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | SPLICE ENERGY SOLUTIONS, LLC | CLAIMS\nWhat is claimed is:\n1. A system comprising:\na housing;\na lithium-ion\nbattery\ndisposed at least partially within the housing, wherein\nthe\nhousing defines a plurality of first charaing ports configured to receive a\nplurality of first\ncables that connect the lithium-ion\nbattery\nto a rnain\nbattery\nof a\nvehicle\n;\nand\na controller disposed at least partially within the housing and including a\nset of\nmomentary switches and a chargina switch,\nwherein the set of rnomentary switches are configured such that, when the set\nof\nmomentary switches are activated, the set of momentary switches connect the\nlithiurn-ion\nbattery\nin parallel with the main\nbattery\n,\nwherein the charging switch is confiaured such that, when the charging switch\nis\nactivated, the charaing switch connects the lithium-ion\nbattery\nto the rnain\nbattery\n,\nwherein the controller is configured to perform a set of jump-starting\noperations\ncomprising:\nreceiving a sianal indicative of activation of the set of momentary switches,\nand\nin response to receiving the signal, and within a predetermined startup window\nfrom receiving the sianal, jump starting the main\nbattery\nusina the lithium-\nion\nbattery\n,\nand\nwherein the controller is further configured to perform a set of self-\nmaintaining\noperations comprising:\ndetermining that a charge state of the lithium-ion\nbattery\nis below a first\npredetermined system threshold,\ndetermining that a charge state of the main\nbattery\nexceeds a first\npredetermined\nvehicle\nthreshold, and\nin response to deternlining that the charge state of the lithium-ion\nbattery\nis\nbelow the first predetermined system threshold and determining that the charge\nstate\nof the main\nbattery\nexceeds the first predetermined\nvehicle\nthreshold,\nautomatically\n- 26 -\nactivating the charging switch to connect the lithiurn-ion\nbattery\nto the main\nbattery\nand charging the lithium-ion\nbattery\nusing the main\nbattery\n.\n2. The system of clairn I, wherein the set of jump-starting operations\nfurther\ncornprise:\ndiscontinuing jump starting the rnain\nbattery\nwhen the predetermined startup\nwindow\nexpires.\n3. The system of claim 1, wherein the set of self-maintaining operations\nfurther\ncomprise:\ndeterrnining that the rnain\nbattery\nhas exhibited a rise in voltage exceeding\na\npredeterrnined voltage rise threshold,\nwherein the controller is configured to perform the self-maintaining\noperations of\ndeterrnining that the charge state of the lithium-ion\nbattery\nis below the\nfirst predetermined\nsystern threshold and determining that the charge state of the main\nbattery\nexceeds the first\npredetermined\nvehicle\nthreshold automatically in response to determining that\nthe main\nbattery\nhas exhibited the rise in voltage exceeding the predetermined voltage\nrise threshold.\n4. The system of clairn 1, wherein the set of self-maintaining operations\nfurther\ncomprise:\ndetermining that the charge state of the lithium-ion\nbattery\nexceeds a second\npredetermined system threshold, and\nin response to determining that the charge state of the lithiurn-ion\nbattery\nexceeds the\nsecond predetermined system threshold, automatically deactivating the charging\nswitch to\ndisconnect the lithium-ion\nbattery\nto the main\nbattery\nand stop charging the\nlithium-ion\nbattery\nusing the rnain\nbattery\n.\n5. The system of claim 1, wherein the set of self-maintaining operations\nfurther\ncornpri se:\ndetermining that the charge state of the main\nbattery\nis below a second\npredetermined\nvehicle\nthreshold, and\n- 27 -\nin response to deterrnining that the charge state of the main\nbattery\nis below\nthe\nsecond predetermined\nvehicle\nthreshold, automatically deactivating the\ncharging switch to\ndisconnect the lithium-ion\nbattery\nto the rnain\nbattery\nand stop charging the\nlithiurn-ion\nbattery\nusing the rnain\nbattery\n.\n6. The system of claim 1, wherein the controller is configured to perfolin\nthe set\nof self-maintaining operations on a continuous basis.\n7. The system of claim 1, wherein the set of jurnp-starting operations\nfurther\ncomprise:\ndeterrnining that the charge state of the main\nbattery\nis below a\npredetermined charge\ndrop threshold, and\nin response to determining that that the charge state of the main\nbattery\nis\nbelow the\npredetermined charge drop threshold, transmitting, to a rernote device having\ninstalled\nthereon a software application associated with the systern, an alert message\nindicating that the\nmain\nbattery\nis being depleted.\n8. The system of claim 1, wherein receiving the signal indicative of\nactivation of\nthe set of momentary switches cornprises receiving the signal over a wireless\ninterface\nbetween the controller and a remote device having installed thereon a software\napplication\nassociated with the system.\n9. The system of claim 1, wherein the system is configured to be fixedly\nattached\nto a location within the\nvehicle\nand connected to the main\nbattery\nof the\nvehicle\nsuch that the\n5y5ten1 is connected to the rnain\nbattery\nwhile the\nvehicle\nis travelling and\nwhile the\nvehicle\nis\nnot travelling.\n10. The system of claim 9, wherein the housing further defines a second\ncharging\nport configured to receive a second cable that connects the lithium-ion\nbattery\nto an external\npower source and\nelectrically\ncouples the main\nbattery\nto the external power\nsource via the\nsystern, and\n- 28 -\nwherein the controller is further configured to trickle charge the main\nbattery\nusing\nthe external power source.\n11. A systern cornprising:\na housing;\na lithium-ion\nbattery\ndisposed at least partially within the housing, wherein\nthe\nhousing defines a plurality of first charging ports configured to receive a\nplurality of first\ncables that connect the lithiurn-ion\nbattery\nto a rnain\nbattery\nof a\nvehicle\n,\nand wherein the\nhousing further defines a second charging port configured to receive a second\ncable that\nconnects the lithium-ion\nbattery\nto an external power source and\nelectrically\ncouples the rhain\nbattery\nto the external power source via the systern; and\na controller disposed at least partially within the housing and including a\nset of\nmomentary switches,\nwherein the set of mornentary switches are configured such that, when the set\nof\nrnornentary switches are activated, the set of momentary switches connect the\nlithium-ion\nbattery\nin parallel with the main\nbattery\n,\nwherein the controller is configured to perfoini a set of jump-starting\noperations\ncomprising:\nreceiving a signal indicative of activation of the set of rnomentary switches,\nand\nin response to receiving the signal, and within a predetermined startup window\nfrom receiving the signal, jump starting the main\nbattery\nusing the lithium-\nion\nbattery\n,\nand\nwherein the controller is further configured to trickle charge the main\nbattery\nusing\nthe external power source.\n12. The system of claim 11, wherein the set of jump-starting operations\nfurther\ncornprise:\ndiscontinuing jump starting the rnain\nbattery\nwhen the predetermined startup\nwindow\nexpires.\n- 29 -\n13. The system of clairn 11, wherein the set of jump-starting operations\nfurther\ncomprise:\ndeterrnining that the charge state of the main\nbattery\nis below a\npredeterrnined charge\ndrop threshold, and\nin response to determining that that the charge state of the main\nbattery\nis\nbelow the\npredetermined charge drop threshold, transmitting, to a remote device having\ninstalled\nthereon a software application associated with the systern, an alert message\nindicating that the\nmain\nbattery\nis being depleted.\n14. The systern of claim 11, wherein receiving the signal indicative of\nactivation\nof the set of momentary switches cornprises receiving the signal over a\nwireless interface\nbetween the controller and a remote device having installed thereon a software\napplication\nassociated with the systern.\n15. The system of clairn 11, wherein the system is configured to be fixedly\nattached to a location within the\nvehicle\nand connected to the rnain\nbattery\nof the\nvehicle\nsuch\nthat the system is connected to the main\nbattery\nwhile the\nvehicle\nis\ntravelling and while the\nvehicle\nis not travelling.\n16. A systern comprising:\na housing;\na lithium-ion\nbattery\ndisposed at least partially within the housing, wherein\nthe\nhousing defines a plurality of first charging ports configured to receive a\nplurality of first\ncables that connect the lithiunl-ion\nbattery\nto a main\nbattery\nof a\nvehicle\n,\nand wherein the\nhousing further defines a second charging port configured to receive a second\ncable that\nconnects the lithium-ion\nbattery\nto an external power source and\nelectrically\ncouples the main\nbattery\nto the external power source via the system; and\na controller disposed at least partially within the housing and including a\ncharging\nswitch,\nwherein the charging switch is configured such that, when the charging switch\nis\nactivated, the charging switch connects the lithiurn-ion\nbattery\nto the main\nbattery\n,\n- 30 -\nwherein the controller is configured to perform a set of self-maintaining\noperations\ncomprising:\ndeternlining that a charge state of the lithiurn-ion\nbattery\nis below a first\npredetermined system threshold,\ndeterrnining that a charge state of the rnain\nbattery\nexceeds a first\npredetermined\nvehicle\nthreshold, and\nin response to deternlining that the charge state of the lithiurn-ion\nbattery\nis\nbelow the first predeterrnined systenl threshold and determining that the\ncharge state\nof the main\nbattery\nexceeds the first predetermined\nvehicle\nthreshold,\nautomatically\nactivating the charging switch to connect the lithiunl-ion\nbattery\nto the main\nbattery\nand charging the lithiunl-ion\nbattery\nusing the main\nbattery\n, and\nwherein the controller is further configured to trickle charge the main\nbattery\nusing\nthe external power source.\n17. The systern of clairn 16, wherein the set of self-nlaintaining\noperations further\ncomprise:\ndetemlining that the main\nbattery\nhas exhibited a rise in voltage exceeding a\npredeternlined voltage rise threshold,\nwherein the controller is configured to perform the self-maintaining\noperations of\ndetermining that the charge state of the lithium-ion\nbattery\nis below the\nfirst predetermined\nsystenl threshold and determining that the charge state of the main\nbattery\nexceeds the first\npredetermined\nvehicle\nthreshold automatically in response to determining that\nthe main\nbattery\nhas exhibited the rise in voltage exceeding the predetermined voltage\nrise threshold.\n18. The system of claim 16, wherein the set of self-maintaining operations\nfurther\ncomprise:\ndetermining that the charge state of the lithium-ion\nbattery\nexceeds a second\npredetermined system threshold, and\nin response to determining that the charge state of the lithium-ion\nbattery\nexceeds the\nsecond predeternlined systern threshold, autonlatically deactivating the\ncharging switch to\ndisconnect the lithium-ion\nbattery\nto the main\nbattery\nand stop charging the\nlithium-ion\nbattery\nusing the rnain\nbattery\n.\n- 31 -\n19. The system of claim 16, wherein the set of self-maintaining operations\nfurther\ncomprise:\ndetermining that the charge state of the main\nbattery\nis below a second\npredetermined\nvehicle\nthreshold, and\nin response to deteimining that the charge state of the inain\nbattery\nis below\nthe\nsecond predetermined\nvehicle\nthreshold, automatically deactivating the\ncharging switch to\ndisconnect the lithium-ion\nbattery\nto the main\nbattery\nand stop charging the\nlithium-ion\nbattery\nusing the main\nbattery\n.\n20. The system of claim 16, wherein the controller is configured to perform\nthe set\nof self-maintainina operations on a continuous basis.\n- 32 - | 62/854,626 | United States of America | 2019-05-30 | Selon un mode de réalisation représentatif, l'invention concerne un système de batterie de secours intelligent. Le système est configuré pour être installé sur ou dans un véhicule et connecté à une batterie principale du véhicule. Le système comprend un boîtier, une batterie au lithium-ion disposée au moins partiellement à l'intérieur du boîtier, et un dispositif de commande disposé au moins partiellement à l'intérieur du boîtier et comprenant un ensemble de commutateurs instantanés. Le dispositif de commande est configuré pour utiliser une batterie d'appoint pour démarrer la batterie principale au moyen de la batterie au lithium-ion. Le dispositif de commande est également configuré pour maintenir la batterie au lithium-ion de sorte que, sur la base d'un état de charge de la batterie au lithium-ion et d'un état de charge de la batterie principale, la batterie au lithium-ion est chargée au moyen de la batterie principale. | True |
| 352 | Patent 2883099 Summary - Canadian Patents Database | CA 2883099 | NaN | INTEGRATED HYDRAULIC SUPPLY PUMP | POMPE D'ALIMENTATION HYDRAULIQUE INTEGREE | NaN | SCHULTE, JURGEN, MUGGEO, FILIPPO, MATTHEWS, DEREK, PANCHERI, BRENDAN | 2019-12-17 | 2013-08-29 | SMART & BIGGAR LP | English | BAE SYSTEMS CONTROLS INC. | CLAIMS:\n1. A hybrid\nelectric\ndrive system for a hybrid powered\nvehicle\n, comprising:\na transmission;\na combustion engine and a first\nelectric\nmotor both mechanically coupled to\nthe\ntransmission to provide engine and/or motor drive power for the\nvehicle\n, and a\nrechargeable high\nvoltage\nbattery\nsystem coupled to the first\nelectric\nmotor;\na plurality of hydraulic circuits communicating with an\nelectrically\ndriven\nhydraulic pump,\nthe hydraulic pump being configured to provide fluid circulation to the\nplurality of hydraulic\ncircuits, a first circuit of the plurality of hydraulic circuits being\nconnected to the transmission and\neach of the other hydraulic circuits of the plurality of hydraulic circuits\nbeing connected to\ncorresponding other\nvehicle\ncomponents, respectively;\na second\nelectric\nmotor configured to power the\nelectrically\ndriven hydraulic\npump, the\nsecond\nelectric\nmotor\nelectrically\ncommunicating with the rechargeable high\nvoltage\nbattery\nsystem\nand the\nelectrically\ndriven hydraulic pump to provide fluid pressure in the\nhydraulic circuits,\nwherein the first hydraulic circuit is configured to maintain a first\nhydraulic pressure and a\nsecond hydraulic pressure wherein the first hydraulic pressure is greater than\nthe second hydraulic\npressure, and the first hydraulic pressure is initiated and maintained when\nthe transmission is shifting\nand the second hydraulic pressure is initiated and maintained when the\ntransmission is not shifting.\n2. The hybrid\nelectric\ndrive system of claim 1, wherein the\nelectrically\ndriven hydraulic\npump is driven independently of the combustion engine.\n3. The hybrid\nelectric\ndrive system of claim 1 or 2, wherein:\nthe first hydraulic circuit is communicating a first\nelectrically\ndriven pump;\nand\n12\na second hydraulic circuit is communicating with a second\nelectrically\ndriven\npump,\nwherein both the first and second pumps are driven by the second\nelectric\nmotor, and each of the\nfirst and second pumps communicate with a corresponding one of the hydraulic\ncircuits and are\nboth remote from first and second\nvehicle\ncomponents, respectively.\n4. The hybrid\nelectric\ndrive system of claim 3, wherein the first hydraulic\ncircuit includes a\ntransmission pump connected to the transmission, and the second hydraulic\ncircuit includes a\npower steering pump connected to a power steering unit.\n5. The hybrid\nelectric\ndrive system of claim 4, wherein the first hydraulic\ncircuit is\nconfigured for a first hydraulic pressure and the second hydraulic circuit is\nconfigured for a\nsecond hydraulic pressure.\n6. The hybrid\nelectric\ndrive system of any one of claims 1 to 5, wherein the\nhydraulic\npower system is configured such that the combustion engine includes a\nplurality of speeds\nincluding a threshold idle speed including a specified revolutions per minute\n(RPM), and the\nsecond\nelectric\nmotor provides an output voltage unrelated to the engine\nspeed.\n7. The hybrid\nelectric\ndrive system of any one of claims I to 6, wherein the\nhydraulic\npower system is configured such that the combustion engine is powered off\nwhile the second\nelectric\nmotor provides an output voltage to drive the hydraulic pump.\n8. The hybrid\nelectric\ndrive system of claim 7, wherein the second\nelectric\nmotor is\npowered by a low voltage\nbattery\nunit.\n13\n9. The hybrid\nelectric\ndrive system of any one of claims 1 to 8, further\ncomprising:\na pressure sensor communicating with one of the hydraulic circuits.\n10. The hybrid\nelectric\ndrive system of any one of claims 1 to 9, further\ncomprising:\na motor controller for controlling the second\nelectric\nmotor.\n11. The hybrid\nelectric\ndrive system of any one of claims 1 to 10, further\ncomprising one\nor more of the following elements:\na launch controller connected to the first\nelectric\nmotor; and\na mechanical disconnect, the mechanical disconnect being connected between the\ncombustion engine and the first\nelectric\nmotor.\n12. The hybrid\nelectric\ndrive system of any one of claims 1 to 11, wherein the\nhydraulic\npump is remote from the\nvehicle\ncomponents.\n13. A method for providing hydraulic power to a hybrid powered\nvehicle\n,\ncomprising:\nconnecting a plurality of hydraulic circuits to an\nelectrically\ndriven\nhydraulic pump, the\nhydraulic pump being configured to provide fluid circulation to the plurality\nof hydraulic circuits;\nconnecting the hydraulic circuits to corresponding\nvehicle\ncomponents;\npositioning the hydraulic pump remote from the\nvehicle\ncomponents;\nconfiguring an\nelectrical\npower supply to power the\nelectrically\ndriven\nhydraulic pump; and\nelectrically\nconnecting the\nelectrical\npower supply with a rechargeable high\nvoltage (11V)\nbattery\nsystem and the\nelectrically\ndriven hydraulic pump to provide fluid\npressure in the\nhydraulic circuits including the\nvehicle\nhydraulic pump;\n14\nwherein a first circuit of the plurality of hydraulic circuits being connected\nto a\ntransmission, and\nspecifying a first hydraulic pressure and a second hydraulic pressure in the\ntransmission\nwherein the first hydraulic pressure is greater than the second hydraulic\npressure; and\nmaintaining the first hydraulic pressure when the transmission is shifting,\nand maintaining\nthe second hydraulic pressure when the transmission is not shifting.\n14. The method of claim 13, further comprising:\nproviding a first hydraulic circuit having a first\nelectrically\ndriven pump;\nand\nproviding a second hydraulic circuit having a second\nelectrically\ndriven pump,\nwherein\nboth the first and second pumps are driven by the\nelectrical\npower supply;\nconnecting each of the first and second pumps with a corresponding one of the\nhydraulic\ncircuits; and\npositioning both the first and second pumps remote from first and second\nvehicle\ncomponents, respectively.\n15. The method of claim 14, further comprising:\nconnecting a transmission pump connected to a transmission to the first\nhydraulic circuit, and\nconnecting a power steering pump connected to a power steering unit to the\nsecond hydraulic circuit.\n16. The method of claim 13 or 14, further comprising:\nvarying the speed of a combustion engine including maintaining a threshold\nidle speed\nincluding a first specified revolutions per minute (RPM), while providing an\noutput voltage of the\nelectrical\npower supply unrelated to the engine speed.\n17. The method of claim 16, wherein the combustion engine is connected to a\ndrive system\nof the hybrid powered\nvehicle\nfor providing additional power, and the\ncombustion engine is\npowered off while the\nelectrical\npower supply provides an output voltage to\ndrive the hydraulic\npump.\n18. A hydraulic power system for a hybrid powered\nvehicle\n, comprising:\na plurality of hydraulic circuits communicating with an\nelectrically\ndriven\nhydraulic pump,\nthe hydraulic pump being configured to provide fluid circulation to the\nplurality of hydraulic\ncircuits, the hydraulic circuits each being connected to corresponding\nvehicle\ncomponents;\nthe plurality of hydraulic circuits including:\na first hydraulic circuit having a first\nelectrically\ndriven pump, wherein the\nfirst hydraulic\ncircuit includes a transmission pump connected to a transmission; and\na second hydraulic circuit having a second\nelectrically\ndriven pump, wherein\nthe second\nhydraulic system includes a power steering pump connected to a power steering\nunit, both the first\nand second pumps are driven by the\nelectrical\npower supply, and each of the\nfirst and second\npumps are remote from their respective\nvehicle\ncomponents, respectively; and\nan\nelectrical\npower supply configured to power the\nelectrically\ndriven\nhydraulic pump, the\nelectrical\npower supply\nelectrically\ncommunicating with a rechargeable high\nvoltage (HV)\nbattery\nsystem, and the\nelectrically\ndriven hydraulic pump communicating with the\nplurality of hydraulic\ncircuits to provide fluid pressure in the hydraulic circuits;\nwherein the first hydraulic circuit is configured to maintain a first\nhydraulic pressure and a\nsecond hydraulic pressure wherein the first hydraulic pressure is greater than\nthe second hydraulic\npressure, and the first hydraulic pressure is initiated and maintained when\nthe transmission is\nshifting and the second hydraulic pressure is initiated and maintained when\nthe transmission is not\nshifting.\n16 | 13/601,947 | United States of America | 2012-08-31 | La présente invention concerne un système d'entraînement électrique hybride comprenant un système d'alimentation hydraulique. Le système est destiné à un véhicule à propulsion hybride comprenant une boîte de vitesses ainsi qu'un moteur à combustion interne et un moteur électrique tous deux mécaniquement couplés à la boîte de vitesses afin de fournir de la puissance d'entraînement au véhicule via ledit moteur à combustion interne et/ou ledit moteur électrique. Une pluralité de circuits hydrauliques communique avec une pompe hydraulique entraînée par un moteur électrique. La pompe hydraulique est conçue pour fournir une circulation de fluide à la pluralité de circuits hydrauliques. Les circuits hydrauliques sont chacun reliés à la boîte de vitesses ainsi qu'à d'autres composants correspondants du véhicule. Une alimentation électrique est conçue de sorte à alimenter la pompe hydraulique entraînée par un moteur électrique, et l'alimentation électrique communique électriquement avec un système de batterie rechargeable à haute tension (HV). La pompe hydraulique entraînée par un moteur électrique communique avec la pluralité de circuits hydrauliques afin de fournir une pression de fluide dans les circuits hydrauliques. | True |
| 353 | Patent 2452115 Summary - Canadian Patents Database | CA 2452115 | NaN | SOLAR POWERED HEATING AND VENTILATION SYSTEM FORVEHICLE | SYSTEME SOLAIRE DE CHAUFFAGE ET DE VENTILATION POUR VEHICULE | NaN | SNOW, CHRISTOPHER E. | 2006-09-19 | 2003-12-03 | OSLER, HOSKIN & HARCOURT LLP | English | SNOW, CHRISTOPHER E. | CLAIMS\nThe embodiments of the invention in which an exclusive property\nor privilege is claimed are defined as follows:\n1. A solar powered heating and cooling system for a\nvehicle\ncomprising:\na duct system mounted on a ceiling of the\nvehicle\n;\na fan mounted inside of said duct system;\na heater mounted inside of said duct system;\na first vent mounted at a front end of said duct system\naway from said fan and said heater for accepting air input from\nan interior of the\nvehicle\n, said duct system extending away from\na position of said fan and said heater to a rear of said\nvehicle\n;\na second and third vent and flap assembly mounted in a\nsection of said extended duct system inside the\nvehicle\nfor\ncirculating air input from said first vent back into the\nvehicle\ninterior at said second vent and preventing air from exhausting\nout the third vent during heating while said flap is in an open\nposition;\nsaid third vent being mounted in a rear end of said\nextended duct system for exhausting air input Pram said first\nvent out of said\nvehicle\nat said third vent while said flap is\nin a closed position covering said second vent during cooling;\na power controller;\na\nbattery\ncoupled to said power controller as a power\nsource;\nsolar power cells coupled to said power controller as a\npower source;\na selector switch coupled to said power controller to\nreceive\nelectrical\npower and\nelectrically\ncoupled to said fan\nand said heater, said selector switch being configured to select\na heating operation by providing power to Said fan and said\nheater and said selector switch being configured to select a\ncooling operation by providing power to said fan;\n16\nsaid selector switch controlling the opening and closing of\nsaid flap; and\nsaid power controller being configured to regulate power\nprovided to said selector switch.\n2. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, further comprising a thermostat\ncoupled to said power controller to sense a temperature of air\nin the\nvehicle\n.\n3. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, further comprising a clock/timer\ncoupled to said power controller to activate/deactivate the\npower controller at predetermined times.\n4. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, wherein said third vent further\nincludes a flap to passively provide protection for said duct\nsystem from rain and dust external to said\nvehicle\n.\n5. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, wherein said third vent further\nincludes a flap controlled by said selector switch to open and\nexhaust interior air during cooling when said flap on said\nsecond vent is closed and said flap on said third vent is\ncontrolled by said selector switch to close during heating while\nsaid flap on said second vent is open.\n6. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 4, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n17\n7. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 5, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n8. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 6, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n9. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 7, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n10. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 4, wherein said\nbattery\nis an\nauxiliary\nbattery\nthat does not provide power to other parts of\nsaid\nvehicle\nand said power controller is configured to select\npower from one of said auxiliary\nbattery\nand said Solar power\ncells and both based on current needed by said fan and said\nheater during heating or cooling as selected by said selector\nswitch.\n11. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 5, wherein said\nbattery\nis an\nauxiliary\nbattery\nthat does not provide power to other parts of\nsaid\nvehicle\nand said power controller is configured to select\npower from one of said auxiliary\nbattery\nand said solar power\ncells and both based on current needed by said fan and said\nheater during heating or cooling as selected by said selector\nswitch.\n18\n12. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 10, wherein said power controller is\nconfigured to prevent deep discharge of said auxiliary\nbattery\n.\n13. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 11, wherein said power controller is\nconfigured to prevent deep discharge of said auxiliary\nbattery\n.\n14. A solar powered heating and cooling system for a\nvehicle\ncomprising:\na duct system mounted on the ceiling of said\nvehicle\n;\na fan mounted inside of said duct system;\na heater mounted inside of said duct system;\na first vent mounted at a front most end of said duct\nsystem away from said fan and said heater for accepting air\ninput from an interior of said\nvehicle\n;\nsaid duct system splitting off into two sections extending\naway from a position of said fan and said heater and going back\ntoward the rear of said\nvehicle\n;\na second vent and flap assembly in a first of said two\nsections within said extended duct inside said\nvehicle\nand a\nthird vent and flap assembly in a second of said two sections\nwithin said extended duct inside said\nvehicle\nfor circulating\nair input from said first vent back into said\nvehicle\ninterior\nat said second and third vent and while said flaps in said\nsecond and third assemblies are in an open position and prevent\nair from exhausting out a fourth and fifth vent during heating;\nsaid fourth vent mounted at a rear most end of said first\nof said two sections within said extended duct system and said\nfifth vent mounted at a rear most end of said second of said two\nsections within said extended duct system for exhausting air\ninput from said first vent out at said fourth and fifth 'Vent of\nsaid\nvehicle\nwhile said flaps in said second and third\nassemblies cover said second and third vent during cooling;\na\nbattery\ncoupled to a power controller as a power source;\n19\nsolar power cells coupled to said power controller as a\npower source;\na selector switch coupled to said power controller to\nreceive\nelectrical\npower and coupled to said fan and said\nheater;\nsaid selector switch configured to select a heating\noperation by providing power to said fan and said heater and\nsaid selector switch configured to select a cooling operation by\nproviding power to said fan;\nsaid selector switch controlling the opening and closing of\nsaid flaps of said second and third assemblies; and\nsaid power controller being configured to regulate power\nprovided to said selector switch.\n15. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, further comprising a thermostat\ncoupled to said power controller to sense a temperature of air\nin the\nvehicle\n.\n16. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, further comprising a clock/timer\ncoupled to said power controller to activate/deactivate the\npower controller at predetermined times.\n17. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, wherein said fourth vent\nincludes a flap and said fifth vent includes a flap both\ncontrolled by said selector switch to open and exhaust interior\nair during cooling when said flaps on said second vent and third\nvents are closed and said flaps on said fourth and fifth vent\nare controlled by said selector switch to close during heating\nwhile said flaps on said second and third vent are open.\n20\n18. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, wherein said fourth and fifth\nvents each include a flap to passively provide protection for\nsaid duct system from rain and dust external to said\nvehicle\n.\n19. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 17, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n20. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 18, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n21. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 19, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n22. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 20, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n23. A solar powered heating and cooling system for a\nvehicle\ncomprising:\na duct system mounted on a ceiling of said\nvehicle\n;\na fan mounted inside of said duct system;\na heater mounted inside of said duct system;\na first vent mounted at a front most end of said duct\nsystem away from said fan and said heater for accepting air\ninput from an interior of said\nvehicle\n;\n21\nsaid duct system extending from a position of said fan and\nsaid heater to a rear of said\nvehicle\n;\na second vent and flap assembly mounted in a section of\nsaid extended duct system inside said\nvehicle\nfor circulating\nair input from said first vent back into said\nvehicle\ninterior\nat said second vent and said flap of said second assembly opens\nand prevents air from exhausting out a third vent during\nheating;\nsaid third vent and flap assembly mounted at a rear most\nend of said duct system in said extended duct system for\nexhausting air input from said first vent out of said\nvehicle\nthrough said flap of said third vent while said flap of said\nsecond assembly closes and covers said second vent during\ncooling;\na\nbattery\ncoupled to a power controller as a power source;\nsolar power cells coupled to said power controller as a\npower source;\na selector switch coupled to said power controller to\nreceive\nelectrical\npower and coupled to said fan and said heater\nto select between a heating or a cooling operation;\nsaid selector switch controlling an opening and closing of\nsaid second and third flaps; and\nsaid power controller being configured to regulate power\nprovided to said selector switch.\n24. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 23, further comprising a thermostat\ncoupled to said power controller to sense a temperature of air\nin the\nvehicle\n.\n25. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 23, further comprising a clock/timer\ncoupled to said power controller to activate/deactivate the\npower controller at predetermined times.\n22\n26. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 23, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch and wherein said power controller is configured\nto prevent deep discharge of said\nbattery\n.\n23 | 10/309,214 | United States of America | 2002-12-04 | L'invention concerne un système de chauffage et de ventilation fonctionnant à l'énergie solaire et destiné à maintenir la température d'un véhicule inoccupé à un niveau confortable par rapport à la température extérieure, au moyen de chauffage et de refroidissement, en fonction des besoins. Le système emploie une conduite d'air présentant un ventilateur, des éléments chauffants, des évents, des volets, un commutateur de sélection, un circuit de commande d'énergie, un thermostat et un minuteur/programmateur. Le système emploie également des sources d'énergie à panneau solaire électronique et à batterie. Le thermostat capte la température de l'air et amène le circuit de commande d'énergie à réguler la température. Le minuteur/programmateur peut être réglé manuellement pour activer et/ou désactiver le circuit de commande d'énergie à des moments prédéterminés. Le système fournit de l'énergie au ventilateur et aux éléments chauffants via un commutateur de sélection et des circuits de commande d'énergie. Le circuit de commande d'énergie est raccordé à la batterie du véhicule et aux cellules solaires électroniques. La conduite est située sur le plafond intérieur du véhicule et présente au moins trois évents. | True |
| 354 | Patent 3140247 Summary - Canadian Patents Database | CA 3140247 | NaN | TEMPERATURE CONTROLLEDBATTERYPACK BATH TUB (BPBT), AND A METHOD OF PROTECTING A LARGEBATTERYPACK FROM THERMAL STRESSES | CUVE DE BAIN DE BLOC-BATTERIE (BPBT) REGULEE EN TEMPERATURE, ET PROCEDE DE PROTECTION D'UN GRAND BLOC-BATTERIE CONTRE DES CONTRAINTES THERMIQUES | NaN | GUPTA, SANJAY | NaN | 2020-05-27 | NaN | English | GUPTA, SANJAY | CA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\nClaims\nBattery\nnack 'bath tub' (BPBT)\n1. A temperature controlled BPBT is an apparatus designed as a container,\ncomprises:\na. a plurality of rechargeable\nbatteries\n/capacitors of any shape and of any\nelectrical\nstorage capacity, packed inside one or more\nbattery\nmodules (BMs);\nb. plurality of said BMs are horizontally and/or vertically stacked inside\nthe container;\nc. the said\nbatteries\n/capacitors and the said BMs are fully submerged in a\n2 phase (liquid\nand vapour) dielectric liquid;\nd. the said BPBT is thermally connected to at least one condenser either a\ncondenser built\ninside the container or a condenser which is outside the container;\ne. the said container consists of return of the subcooled condensate\ndirectly to the base of\nthe container upon condensation such that it feeds the vertical ducts with\nsubcooled\nliquid, either from the condenser which is inside the container, or the\nvapours are\nsiphoned off from the container and condensed by the external condenser and\nthe\ncondensate is delivered at the base of the container;\nf. the said BMs are designed and horizontally and/or vertically\nstacked/laid in such a way\nthat it creates an assembly where all the vertical openings at the top and at\nthe bottom\nof the BMs or around the BMs, form vertical ducts;\ng. the bubbles create a vertical flow of dielectric liquid and bubbles\nthrough the said ducts,\ntowards the surface of the liquid;\nh. the ducts work as heat exchangers; subcooled dielectric liquid enters\nthe ducts\nthrough/around the bottom-most BMs and hot dielectric liquid and bubbles leave\nthe\nducts through/around the topmost BMs, the process known as Subcooled flow\nboiling\ntransfers the heat from the the\nbatteries\n/capacitors to the 2 phase dielectric\nliquid; and\nducts help to transport heat away from the BMs;\ni. the said BPBT consists of circular flow of subcooled liquid inside the\ncontainer, and this\nsubcooled liquid cools the\nbatteries\n/electronics as it rises through the\nstacked\nbatteries\n,\nand the vapours thus produced after cooling the\nbatteries\n/electronics are\ncondensed by\nthe condenser and the subcooled condensate is returned directly at the base of\nthe\ncontainer and the ducts which cool the\nbatteries\n/electronics are supplied\nagain with this\nsubcooled liquid;\nj. the said BPBT is a closed container to stop vapours being lost.\n2. The BPBT of claim 1 is also thermally connected to one or more heaters.\n3. The BPBT of claim 1, the said vertical flow of dielectric liquid also\ncreates a low pressure inside\nthe said ducts, and said low pressure creates a localised horizontal flow of\nliquid towards the\nducts; the low pressure sucks in hot liquid from the gaps in between the\nstacked BMs, which in\nturn sucks the hot liquid from the tabs of the\nbatteries\n, harnessing the\neffects documented in\nBernoulli's theorem.\n4. The BPBT of claim 2, the base of the container constitutes heaters, made\nof either heating tubes\nwhich allow piped in heated liquid or preferably multiple PCT heating plates.\n5. The BPBT of claim 2, consists of heating of the\nbatteries\n/capacitors;\nwhen bubbles produced by\nthe said heaters at the base are channelled through the said vertically\nstacked BMs, the said\n41\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\nducts work as heat exchangers; the heated 2 phase dielectric liquid and\nbubbles enter the ducts\nfrom the bottommost BM and cooler dielectric liquid leaves the ducts from the\ntop most BM,\nand dielectric liquid heats the\nbatteries\n/capacitors by convection.\n6. The BPBT of claim 2, the said heaters at the base of the container\npreferably are fitted inside one\nor more sumps to heat the dielectric liquid.\n7. The BPBT of claim 1 preferably consists of said electronics apparatus of\npower board, immersed\nin dielectric liquid, which can be made up of AC/DC to DC converter, installed\ninside the BPBT,\nhas the input and output terminals, including:\na. input terminals: AC (three phase and single phase), high voltage DC;\nb. Output terminals: high voltage DC, low voltage DC(e.g. 12v, 48v);\nc. Optional terminals: low voltage DC (e.g. 12v, 48v) input; AC (three\nphase and single\nphase) output.\n8. The BPBT of claim 1, the said condenser/s fitted inside the container,\nconsists of cooling pipes\npreferably spiral pipes/helical cooling coil with a coil pitch that is\nmaximised for condensation\nefficiency, preferably attached to the inside of the lid which channels the\nvapours towards the\nsaid cooling coil.\n9. The BPBT of claim 1 preferably supplies power to the external pump which\npumps\nrefrigerant/cooling water to the said condenser/s; and preferably\nelectrically\n/electronically\ncontrols pump's functions, which includes starting/stopping the pump,\nincrease/reduce its\nspeed etc.\n10. The BPBT of claim 1, preferably consists of one or more troughs to collect\nthe condensate from\ncondenser/s fitted inside the container; the troughs are preferably also\ndesigned to stop the said\ncondenser coming in direct contact with the said boiling dielectric liquid.\n11. The BPBT of claim 10, the trough or troughs are preferably also used to\nprovide structural\nstrength at the top of the said container.\n12. The BPBT of claim 10, also preferably consists of vertical drain pipes\nconnected to the trough/s,\nwhich deliver the condensate at the base of the container.\n13. The BPBT of claim 1, also consists of an array of sumps at the base of the\nsaid container, which\npreferably collect subcooled dielectric liquid delivered by the condenser/s.\n14. The BPBT of claim 1, also consists of a seal, of the openable side,\npreferably the lid of the said\ncontainer, that creates a water-tight closing; and further preferably the lid\nfits into the container\nusing a waterproof sealant.\n15. The BPBT of claim 1 consists of external sides that are made of thermally\nresistant material,\nwhich preferably can also provide tensile strength, further preferably made of\nfibre glass.\n16. The BPBT of claim 1 also consists of at least one gas solenoid valve\nattached to, either the lid or\nthe side walls of the said container; and which preferably also works as a\ncontrolled valve for top\nup of the dielectric liquid inside the said container.\n17. The BPBT of claim 1 also preferably consists of, either one or more\nimmersion proof breathers,\nor pressure balancing devices, attached to either the side walls or preferably\nto the lid of the\nsaid container, to balance the pressure between the inside and the outside of\nthe container;\nhowever if the BPBT is used in high altitudes immersion proof breather may be\nomitted to allow\nbuild up of the pressure inside the container.\n18. The BPBT of claim 1 also consists of at least one pressure sensor attached\neither to the lid or side\nwalls of the said container, to measure the pressure inside the container; and\npreferably also\n42\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\nconsists of liquid level sensors to measure the level of the dielectric liquid\ninside the container\nand to monitor the dielectric liquid level inside the container using these\nsensors.\n19. The BPBT of claim 1 also preferably consists of an apparatus which is an\nelectrical\ncircuit of\nrelays switches fully immersed in the dielectric liquid; the relays switches\nare preferably\npowered by auxiliary low voltage DC\nbattery\nof the\nelectric\nvehicle\n.\n20. The BPBT of claim 52 preferably also consists of said heaters powered by\ncapacitors, to heat the\ndielectric liquid in extreme cold temperatures.\n21. The BPBT of claim 1 preferably also consists of power output terminal to\nsupply power to an\nexternal pump where power is supplied by capacitors, to circulate the cooled\nwater/refrigerant\nthrough the condenser/s in extreme hot temperatures.\n22. The BPBT of claim 1 consists of all the\nbatteries\n/capacitors and the\nassociated electronics are\nflood proof upto the water level of external\nelectrical\ncontacts which are\nclose to the lid, and\npreferably the BPBT is only temporarily fully submerged.\n23. The BPBT of claim 1 consists of dielectric liquid which also acts as a\nfire extinguisher and puts off\na fire in the event of a thermal runaway; and preferably the gases from\nventing of the\nbatteries\nor fire if any, are released by the gas solenoid.\n24. The BPBT of claim 1 consists of flexibility in choosing how the said BMs\nare\nelectrically\narranged\ninside the BPBT in terms of how many BMs are\nelectrically\nconnected in series\nor parallel inside\nthe BPBT; and said BMs are preferably\nelectrically\nconnected via HV terminals\nprovided on a\nPCB.\n25. The BPBT of claim 1 consists of flexibility in choosing how the said BMs\nare mechanically\nhorizontally laid and/or vertically stacked; it can have all the BMs\nhorizontally stacked, or all the\nBMs vertically stacked or a mix of horizontally laid and vertically stacked\nmechanical layout.\nBattery\npack 'bath tub' (BPBT)\n26. A temperature controlled BPBT is an apparatus designed as a container,\ncomprises:\na. a plurality of rechargeable\nbatteries\n/capacitors of any shape and any of\nelectrical\nstorage capacity, packed inside one or more\nbattery\nmodules (BMs);\nb. plurality of said BMs are horizontally and/or vertically stacked inside\nthe container;\nc. the said\nbatteries\n/capacitors and the said BMs are fully submerged in a\n2 phase (liquid\nand vapour) dielectric liquid;\nd. the said BPBT is thermally connected to at least one condenser;\ne. the said BPBT consists of return of the condensate directly to the base\nof the container\nupon condensation such that it feeds the vertical ducts with subcooled liquid;\npreferably by installing a trough inside the container to collect the\ncondensate that\ndelivers at the base; or to siphon off the vapours from the container and\ndeliver the\ncondensate at the base after condensation;\nf. the said BMs are designed and horizontally and/or vertically\nstacked/laid in such a way\nthat it creates an assembly where all the vertical openings at the top and at\nthe bottom\nof the BMs or around the BMs, form vertical ducts, using sides of the\nbatteries\n/capacitors as walls of the ducts;\ng. the bubbles create a vertical flow of dielectric liquid and bubbles\nthrough the said ducts,\ntowards the surface of the liquid;\nh. the ducts work as heat exchangers; subcooled dielectric liquid enters\nthe ducts\nthrough/around the bottom-most BMs and hot dielectric liquid and bubbles leave\nthe\n43\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\nducts through/around the topmost BMs, the process known as Subcooled flow\nboiling\ntransfers the heat from the sides of the\nbatteries\n/capacitors forming the\nducts to the 2\nphase dielectric liquid; and ducts help to transport heat away from the BMs;\ni. the said BPBT is a closed container with a lid to stop vapours being\nlost.\n27. The BPBT of claim 26 is also thermally connected to one or more heaters;\n28. The BPBT of claim 26, the said vertical flow of dielectric liquid also\ncreates a low pressure inside\nthe said ducts, and said low pressure creates a localised horizontal flow of\nliquid towards the\nducts; the low pressure sucks in hot liquid from the gaps in between the\nstacked BMs, which in\nturn sucks the hot liquid from the tabs of the\nbatteries\n, harnessing the\neffects documented in\nBernoulli's theorem.\n29. The BPBT of claim 27 the base of the container constitutes heaters made of\nheating tubes, which\nallow piped in heated liquid or preferably multiple PCT heating plates and\nfurther preferably PCT\nheaters powered by the capacitors in the\nbattery\npack.\n30. The BPBT of claim 27 consists of heating of the\nbatteries\n/capacitors, when\nbubbles produced by\nthe said heating sources at the base are channelled through the said\nvertically stacked BMs, the\nsaid ducts work as a heat exchanger; the heated 2 phase dielectric liquid and\nbubbles enter the\nducts from the bottommost BM and cooler dielectric liquid leaves the ducts\nfrom the top most\nBM, and dielectric liquid heats the\nbatteries\n/capacitors by convection.\n31. The BPBT of claim 27 the heater at the base of the container preferably\nconstitutes one or more\nsumps to heat the dielectric liquid.\n32. The BPBT of claim 26 preferably consists of an apparatus of power board,\nimmersed in dielectric\nliquid, which can be made up of AC/DC to DC converter and Energy charging\nsplit circuit,\ninstalled inside or outside the BPBT, has the following input and output\nterminals:\na. Input terminals: AC (three phase and single phase), high voltage DC;\nb. Output terminals: high voltage DC, low voltage DC(e.g. 12v, 48v);\nc. Optional terminals: low voltage DC (e.g. 12v, 48v) input; AC (three\nphase and single\nphase) output.\n33. The BPBT of claim 26, the said condenser consists of cooling pipes\npreferably spiral pipes/helical\ncooling coil with a coil pitch that is maximised for condensation contact\narea, preferably\nattached to the inside of the parabolic shaped lid, alternatively an external\ncondenser which\nsiphons off the vapours and returns the condensate to the said container.\n34. The BPBT of claim 26 preferably supplies power to the external pump which\npumps refrigerant\nor cooling water to the said condenser, and preferably\nelectrically\n/electronically controls its\nfunctions e.g. starting/stopping the pump, increase/reduce its speed etc.\n35. The BPBT of claim 26, preferably consists of one or more troughs to\ncollect the condensate;\nwhich are preferably also designed to stop the condenser coming in direct\ncontact with the said\nboiling dielectric liquid.\n36. The BPBT of claim 34, the trough or troughs are preferably also used to\nprovide structural\nstrength at the top of the said container.\n37. The BPBT of claim 26, also consists of vertical drain pipes which deliver\nthe condensate at the\nbase of the container.\n38. The BPBT of claim 26, also consists of an array of sumps at the base of\nthe said container, which\ncollect subcooled dielectric liquid delivered by the drain pipes.\n44\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\n39. The BPBT of claim 26, the seal of the openable side, preferably the lid\nof the said container\ncreates a water-tight closing, and further preferably the lid slides into the\ncontainer using a\nwaterproof sealant.\n40. The BPBT of claim 26 consists of external sides that are preferably made\nof thermally resistant\nmaterial which can also provide tensile strength e.g. fibre glass.\n41. The BPBT of claim 26 also consists of at least one gas solenoid valve\nattached to the lid or side\nwalls of the said container, and preferably also works as a controlled valve\nfor top up of the\ndielectric liquid inside the said container.\n42. The BPBT of claim 26 also preferably consists of one or more immersion\nproof breathers or a\npressure balancing devices attached to the side walls or preferably to the lid\nof the said\ncontainer, to balance the pressure inside and outside the container; however\nif the BPBT is used\nin high altitudes immersion proof breather may be omitted to allow build up of\nthe pressure\ninside the container.\n43. The BPBT of claim 26 also consists of at least one pressure sensor\nattached to the lid or side\nwalls of the said container, to measure the pressure inside the container.\n44. The BPBT of claim 26 also preferably consists of an apparatus which is an\nelectrical\ncircuit of\nrelays switches fully immersed in the dielectric liquid; the relays switches\nare preferably\npowered by auxiliary low voltage DC\nbattery\nof the\nelectric\nvehicle\n.\n45. The BPBT of claim 27 preferably also consists of heaters powered by\ncapacitors, in extreme cold\ntemperatures.\n46. The BPBT of claim 26 preferably also consists of power to external pump\nsupplied by capacitors,\nto cool the condenser/s in extreme hot temperatures.\n47. The BPBT of claim 26 with all the\nbatteries\n/capacitors and the associated\nelectronics is flood\nproof upto the level of external\nelectrical\ncontacts which are close to the\nlid, however cannot be\nfully submerged.\n48. The BPBT of claim 26 consists of dielectric liquid which is also a fire\nextinguisher and puts of a\nfire in the event of thermal runaway, and the gases if any are released by the\ngas soloniod.\n49. The BPBT of claim 26 consists of flexibility in choosing how the said BMs\nare\nelectrically\narranged\ninside the BPBT in terms of how many BMs are\nelectrically\nconnected in series\nor parallel inside\nthe BPBT.\n50. The BPBT of claim 26 consists of flexibility in choosing how the said BMs\nare mechanically\nhorizontally laid and/or vertically stacked; it can have all the BMs\nhorizontally stacked, or all the\nBMs vertically stacked or the mix of horizontally laid and vertically stacked\nmechanical layout.\nA Method of protecting a\nbattery\npack from thermal stresses\n51. A method of protecting a\nbattery\npack from thermal stresses, comprising:\na. packing a plurality of rechargeable\nbatteries\ninside plurality of\nmodules, and packing the\nplurality of said modules inside a closed container;\nb. stacking the said modules horizontally and/or vertically inside the said\ncontainer;\nc. fully immersing the plurality of said rechargeable\nbatteries\nand the\nsaid modules, in a 2\nphase (liquid and vapour) dielectric liquid, inside the said container;\nd. thermally connecting the container to atleast one condenser, either a\ncondenser which\nis fitted inside the said container, or a condenser which is fitted outside\nthe container;\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\ne. collecting the subcooled condensate and delivering the subcooled\ncondensate at the\nbase of the container, either inside the container, or by siphoning off the\nvapours and\ncondensing the vapours in a heat exchanger and returning the subcooled\ncondensate at\nthe base of the container;\nf. creating vertical ducts through the modules, by aligning the openings in\nthe top and\nbottom plates of the said modules;\ng. the bubbles creating a vertical two-phase flow of said dielectric liquid\nand bubbles inside\nthe said ducts;\nh. the said ducts working as a heat exchangers; subcooled dielectric liquid\nentering the\nducts at the bottom of the stacked modules and hot liquid leaving the ducts at\nthe top of\nthe stacked modules, the process known as 'subcooled flow boiling'\ntransferring the\nheat from the\nbatteries\nto the dielectric liquid, helping to create an\nefficient heat\ntransport process to transport heat from the vertically stacked said modules;\ni. creating a circular flow of subcooled liquid inside the container, and\nthis subcooled\nliquid cooling the\nbatteries\n/electronics as it rises through the stacked\nbatteries\n, and the\nvapours thus produced after cooling the\nbatteries\n/electronics being condensed\nby the\ncondenser, the subcooled condensate returning directly to the base of the\ncontainer;\nand continuing the circular flow of the subcooled liquid.\n52. The method of claim 51 also involves thermally connecting the said\ncontainer to a heater, it can\nbe an\nelectric\nheater fitted inside the said container; or a set of heating\npipes fitted inside the\ncontainer which are heated by piped in hot water/refrigerant.\n53. The method of claim 51 also involves the said vertical flow of dielectric\nliquid creating a low\npressure inside the said ducts, and the low pressure creating a localised\nhorizontal flow of liquid\ntowards the ducts; and the low pressure sucking in hot liquid from the gaps in\nbetween the\nstacked modules, which in turn sucking in hot liquid from the tabs of the\nbatteries\n; harnessing\nthe effects documented in Bernoulli's theorem.\n54. The method of claim 51 also involves actively cooling the condenser using\na pump to push cold\nwater or water + ethanol through the condenser.\n55. The method of claim 51 cooling step also involves bubbles producing a\nvertical flow of said\ndielectric liquid through the said ducts, which pushes the hot/boiling\ndielectric liquid towards\nthe surface of the liquid within the container.\n56. The method of claim 51 cooling step also involves cooling of the\nelectronics which is installed\ninside the container; preferably including:\na. Power board to charge large number of rechargeable\nbatteries\n;\nb.\nBattery\npack controller board;\nc. Relay switches.\n57. The method of claim 51 the cooling step also involves either during\nextremely high ambient\ntemperatures or during the heavy use of the\nbatteries\n:\na. allowing the already hot dielectric liquid to evaporate on the surface\nof the said\nbatteries\n;\nb. capturing the further heat produced by the\nbatteries\nusing the latent\nheat of the\ndielectric liquid;\nc. increasing the flow of cooling liquid through the condenser;\nd. continuing to remove the heat from the condenser as fast as possible\nuntil the\ntemperature of the dielectric liquid falls below the boiling point;\n46\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\ne. and\navoiding the build up of vapours in the said container, which slows the\nvertical flow\nof the vapours and the dielectric liquid through the said ducts.\n58. The method of claim 52 the heating step also involves heating the cold\nbatteries\n, by transferring\nthe heat from the said heater, to the said dielectric liquid, and then\ntransferring the heat from\nthe said dielectric liquid to the\nbatteries\n, with cold\nbatteries\nalso acting\nas a condenser.\n59. The method of claim 52 the heating step also involves switching on the\nheaters by the\nbattery\npack controller.\n60. The method of claim 52 the heating step also involves\nbattery\npack\ncontroller deciding the need\nto switch on the heater based on the temperature readings of\nbatteries\nbelow\nthe minimum\noperating temperature of the\nbatteries\n.\n61. The method of claim 52 the heating step also involves phase change of said\ndielectric liquid to\nbubbles when cold liquid in the sumps of the container coming in contact with\nthe hot heater, as\nwell as heating the dielectric liquid by convection.\n62. The method of claim 52 the heating step also involves the bubbles creating\na vertical flow of\nheated dielectric liquid through the ducts.\n63. The method of claim 52 the heating step also involves the said ducts\nacting as heat exchangers\nwith heated liquid entering the bottommost module and cooler liquid leaving\nthe topmost\nmodule, and dielectric liquid transferring the heat to the said\nbatteries\n.\n64. The method of claim 52 the heating step also involves during extremely low\nambient\ntemperatures:\na. the said heater is preferably heated by the charge stored in the\ncapacitors;\nb. the hot heater heating the cold dielectric liquid, preferably not\nfrozen, in the sump by\nconvection and producing bubbles;\nc. continuing heating the dielectric liquid, until the temperature of the\ndielectric liquid in\nthe container coming close to the minimum operating temperature of the\nbatteries\n;\nd. and avoiding heating the dielectric liquid too fast which converts the\ndielectric liquid in\nthe sump, into such an amount of vapour which when travels through the said\nducts,\nmay reduce contact of the heated dielectric liquid to the cold\nbatteries\n.\n65. The method of claim 51 also involves immersion proof breather balancing\nthe pressure inside\nthe container and the external pressure; however where the BPBT is used in\nhigh altitudes\napplications omitting the immersion proof breather as vapours are used to\nincreasing the\npressure inside the container and hence increasing the boiling point of the\ndielectric liquid.\n66. The method of claim 51 also involves protecting the container from extreme\nambient\ntemperatures using thermal insulation.\n67. The method of claim 51 the cooling steps also involve\nbattery\npack\ncontroller activating the gas\nsolenoid valve when, either the pressure inside the container increases beyond\nthe preset\npressure, or for removing any gases and smoke from a fire or thermal runaway.\n68. The method of claim 51 the cooling steps also involve using a shape of the\nlid of the container\nwhich channels the vapours to the condenser; preferably using a parabolic lid.\n69. The method of claim 51 also involves collecting the condensate inside the\ncontainer using one or\nmore troughs.\n70. The method of claim 51 the cooling steps also involve avoiding the build\nof pressure inside the\ncontainer using a gas solenoid.\n47\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\nA method of providing flood protection to a\nbattery\npack\n71. The method of claim 51 also involves the sealed container providing flood\nprotection to the\nbatteries\nand the electronics, comprising:\na. extinguishing any incidence of fire inside the said container using the\nfire extinguishing\nproperties of the dielectric liquid;\nb. removing any gas and smoke from a fire, from the said container using\ngas solenoid;\nc. releasing the build up of pressure inside the container using immersion\nproof\nbreather/s.\nA method of cooling the\nbattery\npack in extreme hot temperatures\n72. The method of claim 51 also involves cooling the\nbattery\npack in extreme\ntemperatures,\ncomprising\nBattery\npack controller controlling the\nbattery\npack/modules output\nsuch that it\nsupplies charge from the capacitors to the external pump/s of the condenser/s\nwhen the\ntemperature inside the container increases beyond a preset level.\nA method of heating the\nbattery\npack in extreme cold temperatures\n73. The method of claim 51 also involves heating the\nbattery\npack in extreme\ncold temperatures,\ncomprising\nBattery\npack controller controlling the\nbattery\npack/modules output\nsuch that it\nsupplies current from capacitors to the heater/s when the temperature inside\nthe container falls\nbelow the preset level.\n74. The method of claim 51 also involves communicating with\nvehicle\ncontrol\nunit to instruct how\nmuch water/refrigerant supply the condenser/s needs and when.\n75. The method of claim 51 also involves thermally connecting the thermal\nports of the container to\nan external pump, either a pump which pumps cold water/refrigerant through the\ninlet port and\nextracts hot water/ refrigerant through the outlet port, or\nvehicle's\nheat\nexchanger's pump\nwhich pumps in cold water/refrigerant through the inlet port and extracts hot\nwater/ refrigerant\nthrough the outlet port.\nA Method of protecting a\nbattery\npack from thermal stresseF\n76. A method of protecting a\nbattery\npack from thermal stresses, comprising:\na. packing a plurality of rechargeable\nbatteries\ninside plurality of\nmodules, and packing the\nplurality of said modules inside a closed container;\nb. stacking the said modules horizontally and/or vertically inside the said\ncontainer;\nc. fully immersing the plurality of said rechargeable\nbatteries\nand the\nsaid modules, in a 2\nphase (liquid and vapour) dielectric liquid, inside the said container;\nd. thermally connecting the container to a condenser, it can be condenser\nfitted inside the\nsaid container e.g. cooling tubes working as a condenser fitted inside the\ncontainer; or a\ncondenser which siphons the vapours and returns the condensate after\ncondensation at\nthe base of the container;\ne. delivering the condensate at the base of the container either by\ncollecting in a trough\nfitted inside the container or siphoning off the vapours and condensing the\nvapours in a\nheat exchanger and returning the condensate at the base of the container;\n48\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\nf. creating vertical ducts through the modules, by aligning the openings in\nthe top and\nbottom plates of the said modules and by using the sides of the\nbatteries\nas\nwalls of the\nducts;\ng. the bubbles creating a vertical two-phase flow of said dielectric liquid\nand bubbles inside\nthe said ducts;\nh. the said ducts working as a heat exchangers; subcooled dielectric liquid\nentering the\nducts at the bottom of the stacked modules and hot liquid leaving the ducts at\nthe top of\nthe stacked modules, the process known as 'subcooled flow boiling'\ntransferring the\nheat from the sides of the\nbatteries\nforming the ducts to the dielectric\nliquid, helping to\ncreate an efficient heat transport process to transport heat from the\nvertically stacked\nsaid modules;\ni. cooling the hot\nbatteries\n, by transferring the heat from the said\nbatteries\nto the said\ndielectric liquid and transferring the heat from the said dielectric liquid to\nthe said\ncondenser, using a phase change of the said dielectric liquid from liquid to\nvapour to\nliquid.\n77. The method of claim 76 also involves thermally connecting the said\ncontainer to a heater, it can\nbe a\nelectric\nheater fitted inside the said container; or a set of heating\npipes fitted inside the\ncontainer which are heated by piped in hot water/refrigerant.\n78. The method of claim 76 also involves the said vertical flow of dielectric\nliquid creating a low\npressure inside the said ducts, and low pressure creating a localised\nhorizontal flow of liquid\ntowards the ducts; and the low pressure sucking in hot liquid from the gaps in\nbetween the\nstacked modules, which in turn sucking in hot liquid from the tabs of the\nbatteries\n; harnessing\nthe effects documented in Bernoulli's theorem.\n79. The method of claim 76 also involves actively cooling the condenser using\na pump to push cold\nwater/water+ethanol through the condenser.\n80. The method of claim 76 cooling step also involves bubbles producing a\nvertical flow of said\ndielectric liquid through the said ducts, which pushes the hot/boiling\ndielectric liquid towards\nthe surface of the liquid within the container.\n81. The method of claim 76 cooling step also involves, creating a continuous\ncircular flow of the said\ndielectric liquid inside the said container; said hot dielectric liquid and\nthe bubbles/vapours\nrising to the top and the said condenser condensing the said vapours and\ndelivering the\nsubcooled condensate at the base of the said container.\n82. The method of claim 76 the cooling step also involves during extremely\nhigh ambient\ntemperatures or during the heavy use of the\nbatteries\n:\na. allowing the already hot dielectric liquid to evaporate on the surface\nof the said\nbatteries\n;\nb. capturing the further heat produced by the\nbatteries\nusing the latent\nheat;\nc. increasing the flow of cooling liquid through the condenser;\nd. continuing to remove the heat from the condenser as fast as possible\nuntil the\ntemperature of the dielectric liquid falls below the boiling point;\ne. and avoiding the build up of vapours in the said container, which slows\nthe vertical flow\nof the vapours and the dielectric liquid through the said ducts.\n83. The method of claim 77 the heating step also involves heating the cold\nbatteries\n, by transferring\nthe heat from the said heater, to the said dielectric liquid, and then\ntransferring the heat from\nthe said dielectric liquid to the\nbatteries\n, using the cold\nbatteries\nas a\ncondenser.\n49\nCA 03140247 2021-11-12\nWO 2020/240148\nPCT/GB2020/000052\n84. The method of claim 77 the heating step also involves switching on the\nheaters by the\nbattery\npack controller.\n85. The method of claim 77 the heating step also involves\nbattery\npack\ncontroller deciding the need\nto switch on the heater based on the temperature readings below the minimum\noperating\ntemperature of the\nbatteries\n.\n86. The method of claim 77 the heating step also involves phase change of said\ndielectric liquid to\nbubbles when cold liquid in the sump of container coming in contact with the\nhot heater, as well\nas heating the dielectric liquid by convection.\n87. The method of claim 77 the heating step also involves the bubbles creating\na vertical flow of\nheated dielectric liquid through the ducts.\n88. The method of claim 77 the heating step also involves the said ducts\nacting as heat exchangers\nwith heated liquid entering the bottommost module and leaving the topmost\nmodule, and\ndielectric liquid transferring the heat to the sides of the said\nbatteries\n.\n89. The method of claim 77 the heating step also involves during extremely low\nambient\ntemperatures:\na. the said heater is preferably heated by the charge stored in the\ncapacitors;\nb. the hot heater heating the cold dielectric liquid (not frozen) in the\nsump by convection\nand producing bubbles;\nc. continuing heating the dielectric liquid, until the temperature of the\ndielectric liquid in\nthe container coming close to the minimum operating temperature of the\nbatteries\n;\nd. and avoiding heating the dielectric liquid too fast which converts the\ndielectric liquid in\nthe sump, into such an amount of vapour which when travels through the said\nducts,\nmay reduce contact of the heated dielectric liquid to the cold\nbatteries\n.\n90. The method of claim 76 also involves immersion proof breather balancing\nthe pressure inside\nthe containers and the external pressure, however | 1907480.6 | United Kingdom | 2019-05-28 | Les blocs-batteries sont utilisés dans de grands véhicules électriques, tels que des voitures, des camions, des bus, des fourgonnettes, des trains, des bateaux pour fournir une haute tension aux moteurs électriques. Ceux-ci peuvent également être utilisés en tant qu'unité de puissance de secours pour des hôpitaux, des centres de données et des unités industrielles. Ce bloc-batterie est conçu sous la forme d'un récipient de type cuve de bain, avec un couvercle étanche à l'eau. Un appareil de cuve de bain de bloc-batterie (BPBT) (100) est conçu pour contenir une pluralité de modules de batterie (BM). Le BPBT est un grand récipient de type cuve de bain (101) rempli de liquide diélectrique à 2 phases (liquide et vapeur). le BPBT est un récipient fermé avec un couvercle (102). Le BPBT est conçu pour contenir des BM empilés verticalement et horizontalement ; et des composants électroniques associés (par exemple, des chargeurs de batterie, des contrôleurs de batterie, etc.), entièrement immergés dans le liquide diélectrique. L'inclusion de l'électronique associée est facultative. Le BPBT est thermiquement relié à un dispositif de chauffage et également relié thermiquement à un condenseur. Le BPBT est électriquement modulaire, et n'importe quel nombre de modules peut être relié électriquement en série ou en parallèle. Dans cette innovation, le BPBT fournit : a. un environnement à température homogène pour des modules à haute densité ; b. un refroidissement des BM et de l'électronique associée, à des températures chaudes et extrêmement chaudes ; c. un chauffage des BM et de l'électronique associée à des températures froides et extrêmement froides ; d. une protection contre l'inondation des BM et de l'électronique associée. Le procédé de protection d'un grand bloc-batterie contre les contraintes thermiques s'explique à travers un exemple du bloc-batterie qui est conçu sous la forme d'un récipient de type cuve de bain, avec un couvercle étanche à l'eau. Une cuve de bain de bloc-batterie (BPBT) (100) est conçue pour contenir une pluralité de modules de batterie (BM). Le BPBT est un grand récipient de type cuve de bain (101) rempli de liquide diélectrique à 2 phases (liquide et vapeur). Le BPBT est un récipient fermé avec un couvercle (102). Le BPBT est conçu pour contenir des BM empilés verticalement et horizontalement ; et des composants électroniques associés (par exemple des chargeurs de batterie, des contrôleurs de batterie, etc.), entièrement immergés dans le liquide diélectrique. L'inclusion de l'électronique associée est facultative. Le BPBT est thermiquement relié à un dispositif de chauffage et également thermiquement relié à un condenseur. Le BPBT est électriquement modulaire, et n'importe quel nombre de modules peut être relié électriquement en série ou en parallèle. Dans cette innovation, le BPBT fournit : un environnement à température homogène pour des modules à haute densité; b. un refroidissement des BM et de l'électronique associée, à des températures chaudes et extrêmement chaudes ; c. un chauffage des BM et de l'électronique associée à des températures froides et extrêmement froides ; d. une protection contre l'inondation des BM et de l'électronique associée. L'invention concerne également un procédé de protection d'un grand bloc-batterie contre les contraintes thermiques. L'invention concerne en outre un procédé permettant de fournir une protection contre les inondations à un grand bloc-batterie. L'invention concerne également un procédé de refroidissement du bloc-batterie à des températures de chaleur extrême. L'invention concerne également un procédé de chauffage du bloc-batterie à des températures de froid extrême. Typiquement, un groupe de batteries est agencé dans un module, et un certain nombre de tels modules sont reliés électriquement en série et en parallèle, pour créer un bloc-batterie à grande capacité énergétique. Dans la présente invention, un appareil de module de batterie (BM) (200) est conçu pour contenir une pluralité de batteries rechargeables et de condensateurs, agencés en un ou plusieurs groupes. Chaque groupe de batteries est électriquement relié en série ou en parallèle à l'autre groupe de batteries. Chaque groupe de condensateurs est relié électriquement en série ou en parallèle à l'autre groupe de condensateurs. Les condensateurs sont facultatifs. Le BM est conçu pour être entièrement immergé dans un liquide diélectrique à 2 phases (liquide et vapeur). Les batteries et les condensateurs à l'intérieur d'un BM sont agencés pour créer des conduits et créer un écoulement vertical de liquide diélectrique à travers ces conduits. Ces conduits font office d'échangeurs de chaleur. Le processus d'ébullition sous-refroidie est utilisé pour refroidir les batteries/condensateurs. Dans des conditions météorologiques froides, ces conduits sont également utilisés pour transférer la chaleur du liquide diélectrique chauffé aux batteries/condensateurs froids. L'invention porte aussi sur une adaptation du module de batterie (BM). Le circuit de charge et d'équilibrage est l'un des composants clés du bloc-batterie. Un appareil pour charger un bloc-batterie est un circuit de charge équilibré (300), et un algorithme de charge d'équilibrage qui calcule le "SoC équilibré" pour les batteries et la "tension équilibrée" pour des condensateurs charge sélectivement des batteries et des condensateurs sur la base de ce SoC équilibré calculé et de la tension équilibrée respectivement. Le circuit de charge équilibré a en outre quatre sous-composants clés : - un dispositif de commande de bloc-batterie qui est constitué de matériel et de logiciel ; - un convertisseur qui convertit un CA/CC en CC ; - une unité de commande de charge de batterie/condensateur qui agit en tant qu'esclave du dispositif de commande de bloc-batterie ; et - un circuit de division de charge d'énergie qui sert également d'esclave du dispositif de commande de bloc-batterie. L'algorithme du dispositif de commande de bloc-batterie prend en compte le SoH des batteries, par exemple si un SoH du module (capacité restante) s'est dégradé à 95 % lorsque les batteries ont vieilli, tandis que d'autres modules sont toujours à 100 %, tous les modules sont sélectivement chargés à un SoC de 95 % à l'aide d'une tension et d'un courant spécifiques. Ce circuit de charge équilibré et cet algorithme de charge équilibré permettent de découpler la tension d'entrée de la tension de sortie de bloc-batterie. Ainsi, le bloc-batterie peut être chargé à n'importe quelle tension et est agnostique de la tension de sortie du bloc-batterie. Ceci accélère également le processus de charge en n'étant pas soumis au processus d'arrêt/démarrage de charge et d'équilibrage par élimination de la charge des batteries surchargées. L'invention concerne également un procédé de charge et de découplage de la tension de charge de la tension de bloc-batterie. Les blocs-batteries sont utilisés dans de grands véhicules électriques, tels que des voitures, des camions, des bus, des fourgonnettes, des trains, des bateaux pour fournir une haute tension aux moteurs électriques. Ceux-ci peuvent également être utilisés en tant qu'unité d'alimentation de secours pour des hôpitaux, des centres de données et des unités industrielles. Dans cette innovation, un module de batterie hybride (BM) combine le SoC de batteries au lithium-ion avec le SoC des condensateurs pour satisfaire la demande actuelle du BM. Cette innovation crée une batterie hybride BM dans laquelle des condensateurs du BM fournissent le courant lorsque les batteries à l'intérieur d'un BM sont déchargées à des niveaux de SoC minimaux. Cela permet d'étendre la plage du bloc-batterie. Ce BM hybride utilise également des condensateurs pour fournir le courant de crête, et des batteries pour fournir le courant moyen. Cela étend également la plage du bloc-batterie, car les batteries s'usent plus rapidement avec des courants de crête et davantage d'énergie de régénération est utilisée de manière optimale. Comme les BM ne se détériorent pas de manière égale avec l'âge, cette innovation indique sélectivement à chaque BM le mélange optimal de batteries et de courant de condensateurs. L'invention constitue un appareil de circuit divisé de décharge d'énergie installé à l'intérieur de chaque BM, et un algorithme de gestion d'énergie installé dans le dispositif de commande de bloc-batterie. Le circuit de décharge d'énergie mélange la sortie de courant de batteries et de condensateurs à l'intérieur de chaque BM, selon les instructions provenant de l'algorithme de dispositif de commande de bloc-batterie. L'algorithme prend en compte le SoH et le SoC des batteries dans les BM les plus faibles pour calculer le mélange de courant provenant de batteries et de condensateurs, et indique sélectivement chaque BM. L'invention concerne également un procédé pour décharger les BM, et étendre la plage du bloc-batterie. Le dispositif de commande de bloc-batterie est le dispositif de commande maître du bloc-batterie. Le dispositif de commande de bloc-batterie : a. assure une sécurité contre une haute tension en cas d'accident ou de réparation du véhicule électrique ; b. retire automatiquement un module de batterie défaillant (BM) hors du circuit série électrique, de telle sorte que l'ensemble du bloc-batterie ne nécessite pas de remplacement en raison d'un BM défaillant ou d'un groupe de BM défaillants ; c. éteint automatiquement l'incendie et élimine la fumée en cas d'emballement thermique et d'incendie. d. communique avec l'utilisateur du bloc-batterie en ce qui concerne la défaillance des BM. | True |
| 355 | Patent 2937963 Summary - Canadian Patents Database | CA 2937963 | NaN | SYSTEM FOR MANAGING OPERATION OF INDUSTRIALVEHICLES | SYSTEME DE GESTION DE L'EXPLOITATION DE VEHICULES INDUSTRIELS | NaN | MEDWIN, STEVE, MCCABE, PAUL P. | 2019-05-07 | 2009-04-15 | SMART & BIGGAR LP | English | THE RAYMOND CORPORATION | CLAIMS:\n1. A method for controlling an industrial\nvehicle\nthat is powered by a\nbattery\nthat\nis recharged as necessary by\nelectricity\nfrom a utility company, wherein the\nutility company\ncharges a first rate for\nelectricity\ndelivered during a first period of a day\nand charges a higher\nsecond rate for\nelectricity\ndelivered during a second period of the day, said\nmethod\ncomprising:\noperating the industrial\nvehicle\nin a limited manner, via a\nvehicle\ncontroller, to\ncarry loads during a restricted operation time period to prolong\nbattery\nlife\nso that recharging\nis not required until the first time period of the day; and\nenabling unrestricted operation of the industrial\nvehicle\n, via a\nvehicle\ncontroller, during an unrestricted operation time period.\n2. The method as recited in claim 1 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting at least one of travel speed and rate of\ntravel acceleration\nof the industrial\nvehicle\n.\n3. The method as recited in claim 1 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting speed at which a load is raised.\n4. The method as recited in claim 1 wherein the unrestricted operation time\nperiod occurs during with the first period of the day.\n5. The method as recited in claim 1 wherein the restricted operation time\nperiod\noccurs during the second period of the day.\n6. The method as recited in claim 1 wherein the restricted operation time\nperiod is\ndetermined from a real time clock.\n7. The method as recited in claim 1 wherein the restricted operation time\nperiod is\ndetermined from data received by the industrial\nvehicle\nfrom a wireless\ncommunication\nsystem.\n- 28 -\n8. The method as recited in claim 1 further comprising storing in a memory\na\ndefinition of at least one of the restricted operation time period and the\nunrestricted operation\ntime period.\n9. The method as recited in claim 8 wherein operating the industrial\nvehicle\nin a\nlimited manner is in response to the definition stored in the memory.\n10. A method for controlling an industrial\nvehicle\nthat is powered by a\nbattery\nthat\nis recharged as necessary by\nelectricity\nfrom a utility company, wherein the\nutility company\nbills at a first monetary rate for\nelectricity\ndelivered during a first time\nperiod of a day and\nbills at a higher second monetary rate for\nelectricity\ndelivered during a\nsecond time period of\nthe day, said method comprising:\noperating the industrial\nvehicle\nin a limited manner, via a\nvehicle\ncontroller, to\ncarry loads during the second time period to prolong\nbattery\nlife so that\nrecharging is not\nrequired until the first time period of the day; and\nenabling unrestricted operation of the industrial\nvehicle\n, via a\nvehicle\ncontroller, during the first time period.\n11. The method as recited in claim 10 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting at least one of travel speed and rate of\ntravel acceleration\nof the industrial\nvehicle\n.\n12. The method as recited in claim 10 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting speed at which a load is raised.\n13. The method as recited in claim 10 wherein the restricted operation time\nperiod\nis determined from a real time clock.\n14. The method as recited in claim 10 wherein the restricted operation time\nperiod\nis determined from data received by the industrial\nvehicle\nfrom a wireless\ncommunication\nsystem.\n- 29 -\n15. The method as recited in claim 10 further comprising storing in a\nmemory a\ndefinition of at least one of the first time period and the second time\nperiod.\n16. The method as recited in claim 15 wherein operating the industrial\nvehicle\nin a\nlimited manner is in response to the definition stored in the memory.\n- 30 - | 61/046,247 | United States of America | 2008-04-18 | Un véhicule industriel est doté dun dispositif de commande relié à une pluralité de capteurs pour accumuler des informations liées au fonctionnement du véhicule. Le dispositif de commande utilise ces informations pour régir davantage le fonctionnement du véhicule afin de réduire la probabilité de dommages au véhicule ou à la charge transportée. Les informations sont également analysées pour déterminer avec quel degré defficacité le véhicule industriel et son conducteur exécutent des tâches par rapport à des indicateurs de performance pour le véhicule et en comparaison avec dautres véhicules industriels. La performance du véhicule industriel peut être limitée pour conserver lénergie de la batterie et limiter la recharge de cette dernière aux heures creuses dun service public délectricité. Quand les capteurs détectent une défaillance du véhicule, un code derreur est produit. Un technicien dentretien peut utiliser ce code derreur pour avoir accès automatiquement à des manuels de réparation stockés dans le système informatique du véhicule et obtenir des informations pour diagnostiquer et corriger la défaillance. | True |
| 356 | Patent 2827606 Summary - Canadian Patents Database | CA 2827606 | NaN | CHARGING CABLE FORELECTRICALLY-DRIVENVEHICLE | CABLE DE CHARGE POUR VEHICULE A PROPULSION ELECTRIQUE | NaN | AKAI, NARUAKI, ABE, NORIO, KAWASE, TOMOYUKI, NISHIKAWA, MASANORI, HYOUDOU, TAKAAKI, SAWA, TAKASHI | NaN | 2012-03-02 | GOWLING WLG (CANADA) LLP | English | PANASONIC INTELLECTUAL PROPERTY MANAGEMENT CO., LTD. | 19\nCLAIMS\n1. A charging cable for use in charging a\nbattery\nof an\nelectrically\n-driven\nvehicle\n, the charging cable for the\nelectrically\n-driven\nvehicle\ncomprising:\na power plug adapted to be detachably connected to a receptacle\noutlet of a commercially available power source;\na charging coupler to be detachably connected to the\nelectrically\n-driven\nvehicle\n;\na temperature detector operable to detect, when the\nbattery\nof the\nelectrically\n-driven\nvehicle\nis charged, a temperature of an\nelectric\ncircuit\nbetween the receptacle outlet and the charging coupler; and\na controller operable to generate a pilot signal indicating a\ncharging current to the\nbattery\nbased on the temperature detected by the\ntemperature detector to send the pilot signal to the\nelectrically\n-driven\nvehicle\n.\n2. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector is provided in the power plug.\n3. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector is provided in the charging coupler.\n4. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector is provided in the controller.\n20\n5. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector comprises a first temperature\ndetector provided in the power plug and/or the charging coupler and a second\ntemperature detector provided in the controller.\n6. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the controller sends, when the temperature detected by the\ntemperature detector reaches a predetermined threshold value, a pilot signal\nthat has been changed in waveform to the\nelectrically\n-driven\nvehicle\nto notify\nthe\nelectrically\n-driven\nvehicle\nto reduce the charging current.\n7. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 6, wherein the controller sends, when the temperature detected by the\ntemperature detector reaches the predetermined threshold value, a pilot signal\nthat has been changed in pulse width to the\nelectrically\n-driven\nvehicle\nto\nnotify\nthe\nelectrically\n-driven\nvehicle\nto reduce the charging current.\n8. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 7, wherein the controller notifies the\nelectrically\n-driven\nvehicle\nto\nreduce\nthe charging current in a stepwise fashion using the pilot signal.\n9. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 6, wherein the controller sends, when the temperature detected by the\ntemperature detector reaches the predetermined threshold value, a pilot signal\nthat has been changed in amplitude to the\nelectrically\n-driven\nvehicle\nto\nnotify\n21\nthe\nelectrically\n-driven\nvehicle\nto reduce the charging current.\n10. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nany one of claims 1 to 9, wherein the controller has a second threshold value\ngreater than the threshold value to block the\nelectric\ncircuit when a\ntemperature\ngreater than the second threshold value is detected.\n11. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nany one of claims 1 to 10, wherein the charging cable comprises a switching\ncircuit operable to open and close the\nelectric\ncircuit between the power plug\nand the charging coupler and an earth leakage detecting portion operable to\nmonitor an\nelectric\ncurrent flowing through the\nelectric\ncircuit to detect an\nearth\nleakage, and when the earth leakage detecting portion detects the earth\nleakage, the controller blocks the\nelectric\ncircuit via the switching circuit. | 2011-046392 | Japan | 2011-03-03 | L'invention porte sur un câble de charge (A) utilisé pour charger la batterie d'un véhicule à propulsion électrique et qui comprend : une fiche d'alimentation (14) qui est reliée de façon pouvant être fixée/détachée à une prise d'alimentation (12) d'une source d'alimentation commerciale ; un coupleur de charge (16) qui est relié de façon pouvant être fixé/détaché à un véhicule à propulsion électrique (C) ; un capteur de température (14a) destiné à détecter la température d'un trajet électrique compris entre la fiche d'alimentation (14) et le coupleur de chargeur (16) ; et un dispositif de charge (20) ayant un moyen de commande (20a) servant à commander la valeur du courant qui circule de la fiche d'alimentation (14) au coupleur de charge (16). Le temps de charge peut être significativement réduit et, de plus, la durabilité entre le câble de charge et la prise et la durabilité entre le câble de charge et le coupleur de charge sont améliorées. | True |
| 357 | Patent 3184106 Summary - Canadian Patents Database | CA 3184106 | NaN | STAND-BY POWER MODULE FORVEHICLEENGINE | MODULE D'ALIMENTATION ELECTRIQUE DE SECOURS POUR MOTEUR DE VEHICULE | NaN | WOOD, ROBERT J. SR., HALL, CHAD E., GREGORY, BRYCE, YETTO, LUKE, PATSOS, DANIEL A., AGRELO, JOSEPH | NaN | 2022-06-10 | ROBIC | English | SYSTEMATIC POWER MANUFACTURING, LLC | PCT/US2022/033052\nCLAIMS\n1. A portable hybrid power module, comprising:\na housing;\na\nbattery\nresiding within the housing;\nan ultra-capacitor also residing within the housing and in\nelectrical\ncommunication with\nthe\nbattery\n, and\ntwo terminals associated with the housing, configured to be placed in\nelectrical\ncommunication with a\nbattery\nfor an external portable device.\n2. The portable hybrid power module of claim 1, wherein the portable device\nis an all-\nterrain\nvehicle\n, a personal water craft, or a\nvehicle\n.\n3. The portable hybrid power module of claim 2, wherein the\nvehicle\nis a\nclass-07 or class-\n08 truck.\n4. The portable hybrid power module of claim 2, wherein:\nthe\nvehicle\nis an\nelectric\nvehicle\n; and\nthe portable hybrid power module resides on an over-the-road service\nvehicle\n.\n5. The portable hybrid power module of claim 2, wherein the portable device\nis a\ngenerator set.\n6. The portable hybrid power module of claim 2, wherein:\nthe two terminals comprise a first device terminal and a second device\nterminal;\nthe\nbattery\nis connected between the first device terminal and the second\ndevice\nterminal;\nthe\nbattery\nitself has a positive electrode and a negative electrode; and\nthe capacitor is connected in parallel with the\nbattery\n.\n13\nCA 03184106 2022- 12- 22\nWO 2022/261464\nPCT/US2022/033052\n7. The portable hybrid power module of claim 6, wherein:\nthe\nbattery\nis a gel cell\nbattery\n; and\nthe ultra-capacitor comprises a bank of individual super capacitors placed in\nseries.\n8. The portable hybrid power module of claim 7, wherein the bank of super\ncapacitors\nconlprises six to twelve placed in series\n9. The portable hybrid power module of claim 8, wherein a Zener diode clamp\nis placed\nacross each individual super capacitor, forming an active voltage balance\ncircuit.\n1 0. The portable hybrid power module of claim 8, further comprising:\na rectifier connected between the first device terminal and the bank of super\ncapacitors,\nwith the rectifier being configured to provide unidirectional current flow\nfrom the first device\nterminal to the bank of super capacitors.\n1 1. The portable hybrid power module of claim 1 0, wherein:\nthe power module further comprises a third device terminal; and\na rectifier is connected between the third device terminal and the ultra-\ncapacitor.\n12. The portable hybrid power module of claim 6, wherein:\neach of the first device terminal and the second device terminal represents a\nstandard\nSAE terminal; and\nthe power module further comprises:\na trickle charger configured to be connected to the first device terminal and\nthe\nsecond device terminal to provide maintenance charge to the hybrid power\nmodule when\nthe hybrid power module is plugged into a power source.\n1 3. The portable hybrid power module of claim 1 2, wherein:\nthe gel cell\nbattery\nis a 1 2 volt DC\nbattery\n; and\neach of the super capacitors generates 2.5 volt DC current.\n14\nCA 03184106 2022- 12- 22 | 63/209,879 | United States of America | 2021-06-11 | L'invention concerne un module d'alimentation électrique hybride portatif. Le module de puissance représente un condensateur et une batterie combinés se trouvant ensemble dans un seul boîtier. La batterie est de préférence une batterie de pile de gel CC de 12 volts tandis que le condensateur est un ultracondensateur se trouvant en parallèle avec la batterie. L'ultracondensateur peut être une série de supercondensateurs (6 à 12) résidant en série, chaque supercondensateur fournissant une charge CC de 2,5 volts. Le module d'alimentation électrique hybride est configuré pour fournir une charge pour démarrer un dispositif portatif externe. Le dispositif peut être un véhicule tout terrain, un engin nautique personnel, un groupe électrogène ou un véhicule. Le module d'alimentation électrique comprend une première borne de dispositif et une seconde borne de dispositif pour établir une communication électrique avec une batterie du dispositif portatif externe. | True |
| 358 | Patent 3224772 Summary - Canadian Patents Database | CA 3224772 | NaN | SYSTEM AND METHOD FOR REMOVING MANURE FROM A FLOOR IN A BARN FOR ANIMALS, AND, IN COMBINATION, A BARN FOR KEEPING ANIMALS AND A SYSTEM OF THIS TYPE | SYSTEME ET PROCEDE D'ELIMINATION DE FUMIER D'UN SOL DANS UNE ETABLE POUR ANIMAUX ET, EN ASSOCIATION, ETABLE DE GARDIENNAGE D'ANIMAUX ET SYSTEME DE CE TYPE | NaN | JORNA, HARM, VAN KESTER, ROBIN ANDREAS ALBERTUS, OZMEN, DOGAN, VAN DORP, MICHIEL ADRIAAN | NaN | 2022-07-07 | SMART & BIGGAR LP | English | LELY PATENT N.V. | CA 03224772 2023-12-19\nWO 2023/285931 PC\nT/IB2022/056292\n22\nCLAIMS\n1. A\nsystem for removing manure from a floor (2) in a barn (3) for animals (4),\nsuch as cows, which system (1) is provided with:\n= an autonomous manure removing\nvehicle\n(6), comprising:\n¨ a drive system for driving the manure removing\nvehicle\n(6), which drive\nsystem is provided with at least one\nelectric\ndrive motor (10),\n¨ an electronic control system (9) which is connected to the drive system\nfor control thereof,\n- a\nbattery\nsystem (11) for storing\nelectrical\nenergy, which\nbattery\nsystem\n(11) is connected to the drive system and the control system (9),\n= a charging station (23) for charging the\nbattery\nsystem of the manure\nremoving\nvehicle\n(6),\ncharacterized in that\nthe charging station (23) comprises a transmitting body (24) comprising a\nprimary coil (25), and the manure removing\nvehicle\n(6) comprises a receiving\nbody (26)\ncomprising a secondary coil (27), wherein the receiving body (26) is arranged\non a top\nside (13) of the manure removing\nvehicle\n(6), and wherein the manure removing\nvehicle\n(6) is maneuverable with respect to the transmitting body (24) of the charging\nstation (23)\nin such a way that the primary coil (25) of the transmitting body (24) and the\nsecondary\ncoil (27) of the receiving body (26) are mutually aligned in order to\nwirelessly transfer\nelectrical\nenergy from the primary coil (25) to the secondary coil (27) for\nwireless charging\nof the\nbattery\nsystem (11) of the manure removing\nvehicle\n(6).\n2. The system as claimed in claim 1, wherein the transmitting body (24) of\nthe\ncharging station (23) comprises a downwardly facing flat surface, and wherein\nthe\nreceiving body (26) of the manure removing\nvehicle\n(6) comprises an upwardly\nfacing flat\nsurface, and wherein the transmitting body (24) of the charging station (23)\nand the\nreceiving body (26) of the manure removing\nvehicle\n(6) are arranged in such a\nway that\nthe downwardly facing flat surface of the transmitting body (24) of the\ncharging station\n(23) is arrangeable over and/or on top of the upwardly facing flat surface of\nthe receiving\nbody (26) of the manure removing\nvehicle\n(6).\n3. The system as claimed in claim 1 or 2, wherein the top side (13) of the\nmanure removing\nvehicle\n(6) is defined by a substantially flattened top\nsurface, and\nwherein the receiving body (26) extends along said top surface, wherein the\nflattened top\nsurface defines a maximum height of the manure removing\nvehicle\n(6), which is,\nfor\nCA 03224772 2023-12-19\nWO 2023/285931\nPCT/IB2022/056292\n23\nexample, between 50 and 80 cm, such as is substantially 60 or 70 cm.\n4. The\nsystem as claimed in one or more of the preceding claims, wherein the\nreceiving body (26) is arranged in a vertical central longitudinal plane of\nthe manure\nremoving\nvehicle\n(6).\n5. The system\nas claimed in one or more of the preceding claims, wherein the\nmanure removing\nvehicle\n(6) comprises a housing (12), in which the control\nsystem (9)\nand/or the\nbattery\nsystem (11) are at least partly arranged, and wherein the\nreceiving\nbody (26), viewed in a vertical direction, extends at least partly directly\nabove the housing\n(12).\n6. The system as claimed in claim 5, wherein the housing (12) is provided\nwith\nan access opening (14) in order to make the interior thereof accessible, and a\ncover (15)\nwhich is movable between a closed position, in which the access opening (14)\nis closed\nby the cover (15), and an open position, in which the interior of the housing\n(12) is\naccessible via the access opening (14), wherein the access opening (14) and\nthe cover\n(15) extend on the top side (13) of the manure removing\nvehicle\n(6) and the\nreceiving\nbody (26) is provided on the cover (15).\n7. The\nsystem as claimed in one or more of the preceding claims, wherein the\ntransmitting body (24) is arranged on the charging station (23) at a distance\nabove the\nfloor (2).\n8. The system as claimed in claim 7, wherein the transmitting body (24) of\nthe\ncharging station (23) is situated at a height which is adapted in such a way\nto the height\nof the receiving body (26) of the manure removing\nvehicle\n(6) that, by\nmaneuvering the\nmanure removing\nvehicle\n(6) in the charging station (23), the transmitting\nbody (24) of the\ncharging station (6) is engageable by the receiving body (26) of the manure\nremoving\nvehicle\n(6), and the transmitting body (24) and the receiving body (26) are\narrangeable\nover and/or on top of one another in order to wirelessly transfer\nelectrical\nenergy from the\nprimary coil (25) of the transmitting body (24) to the secondary coil (27) of\nthe receiving\nbody (26).\n9. The\nsystem as claimed in claim 8, wherein the receiving body (26) is\nfastened rigidly to the manure removing\nvehicle\n(6), and wherein the\ntransmitting body\n(24) of the charging station (23) is movable from a waiting state by engaging\nwith the\nreceiving body (26) of the manure removing\nvehicle\n(6) which enters the\ncharging station\n(23), in such a way that the primary coil (25) of the transmitting body (24)\nand the\nsecondary coil (27) of the receiving body (26) are aligned above one another\nin a charging\nstate in order to wirelessly transfer\nelectrical\nenergy from the primary coil\n(25) to the\nCA 03224772 2023-12-19\nWO 2023/285931\nPCT/IB2022/056292\n24\nsecondary coil (27).\n10. The system as claimed in one or more of the preceding claims, wherein\nthe\nprimary coil (25) of the transmitting body (24) and the secondary coil (27) of\nthe receiving\nbody (26) are at a distance apart which is less than 5 cm, preferably less\nthan 3 cm, such\nas substantially 2 cm or less, when the primary coil (25) of the transmitting\nbody (24) of\nthe charging station (23) and the secondary coil (27) of the receiving body\n(26) of the\nmanure removing\nvehicle\n(6) are aligned over one another in order to\nwirelessly transfer\nelectrical\nenergy from the primary coil (25) to the secondary coil (27).\n11. The system as claimed in one or more of the preceding claims, wherein\nthe\nmanure removing\nvehicle\n(6) comprises a manure slider (8) for moving manure\nover the\nfloor (2).\n12. The system as claimed in one or more of the preceding claims, wherein\nthe\nmanure removing\nvehicle\n(6) is provided with a manure storage container (16),\na manure\ndischarge opening (18) for discharging manure from the manure storage\ncontainer (16),\nand a manure feed device for feeding manure from the floor (2) and moving the\nfed-in\nmanure to the manure storage container (16).\n13. The system as claimed in claim 12, wherein the charging station (23) is\nprovided with a dump opening (21) in the floor (2) for dumping manure from the\nmanure\ndischarge opening (18) of the manure storage container (16) through the dump\nopening\n(21) into a manure reservoir (22) which extends under the floor (2).\n14. In combination, a barn (3) for keeping animals (4), such as cows, as\nwell as\na system (1) as claimed in one or more of the preceding claims.\n15. A method for removing manure from a floor (2) in a barn (3) for animals\n(4),\nsuch as cows, in which use is made of a system (1) as claimed in one or more\nof the\npreceding claims, and wherein the method comprises:\n= moving the autonomous manure removing\nvehicle\n(6) across the floor (2) of\nthe barn (3) in order to remove manure from the floor (2),\n= moving the manure removing\nvehicle\n(6) to the charging station (23), and\n= wirelessly charging the\nbattery\nsystem (11) of the manure removing\nvehicle\n(6) in the charging station (23) by wirelessly transmitting\nelectrical\nenergy\nfrom the primary coil (25) of the transmitting body (24) of the charging\nstation (23) to the secondary coil (27) of the receiving body (26) of the\nmanure removing\nvehicle\n(6). | 2028702 | Netherlands (Kingdom of the) | 2021-07-12 | Système d'élimination de fumier d'un sol dans une étable pour animaux, tels que des vaches, comprenant un véhicule d'élimination de fumier autonome qui est pourvu d'un système d'entraînement pour entraîner le véhicule d'élimination de fumier. Le système d'entraînement comprend au moins un moteur d'entraînement électrique. Un système de commande électronique est connecté au système d'entraînement pour commander celui-ci. Un système de batterie pour stocker de l'énergie électrique est relié au système d'entraînement et au système de commande. Le système comprend par ailleurs une station de charge pour charger le système de batterie du véhicule d'élimination de fumier. La station de charge comprend un corps de transmission avec une bobine principale. Le véhicule d'élimination de fumier comprend un corps de réception avec une bobine secondaire. Le corps de réception est disposé sur un côté supérieur du véhicule d'élimination de fumier. Le véhicule d'élimination de fumier est manuvrable par rapport au corps de transmission de la station de charge de telle sorte que la bobine principale du corps de transmission et la bobine secondaire du corps de réception sont mutuellement alignées afin de transférer sans fil de l'énergie électrique de la bobine principale à la bobine secondaire pour une charge sans fil du système de batterie du véhicule d'élimination de fumier. | True |
| 359 | Patent 2827606 Summary - Canadian Patents Database | CA 2827606 | NaN | CHARGING CABLE FORELECTRICALLY-DRIVENVEHICLE | CABLE DE CHARGE POUR VEHICULE A PROPULSION ELECTRIQUE | NaN | AKAI, NARUAKI, ABE, NORIO, KAWASE, TOMOYUKI, NISHIKAWA, MASANORI, HYOUDOU, TAKAAKI, SAWA, TAKASHI | NaN | 2012-03-02 | GOWLING WLG (CANADA) LLP | English | PANASONIC INTELLECTUAL PROPERTY MANAGEMENT CO., LTD. | 19\nCLAIMS\n1. A charging cable for use in charging a\nbattery\nof an\nelectrically\n-driven\nvehicle\n, the charging cable for the\nelectrically\n-driven\nvehicle\ncomprising:\na power plug adapted to be detachably connected to a receptacle\noutlet of a commercially available power source;\na charging coupler to be detachably connected to the\nelectrically\n-driven\nvehicle\n;\na temperature detector operable to detect, when the\nbattery\nof the\nelectrically\n-driven\nvehicle\nis charged, a temperature of an\nelectric\ncircuit\nbetween the receptacle outlet and the charging coupler; and\na controller operable to generate a pilot signal indicating a\ncharging current to the\nbattery\nbased on the temperature detected by the\ntemperature detector to send the pilot signal to the\nelectrically\n-driven\nvehicle\n.\n2. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector is provided in the power plug.\n3. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector is provided in the charging coupler.\n4. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector is provided in the controller.\n20\n5. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the temperature detector comprises a first temperature\ndetector provided in the power plug and/or the charging coupler and a second\ntemperature detector provided in the controller.\n6. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 1, wherein the controller sends, when the temperature detected by the\ntemperature detector reaches a predetermined threshold value, a pilot signal\nthat has been changed in waveform to the\nelectrically\n-driven\nvehicle\nto notify\nthe\nelectrically\n-driven\nvehicle\nto reduce the charging current.\n7. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 6, wherein the controller sends, when the temperature detected by the\ntemperature detector reaches the predetermined threshold value, a pilot signal\nthat has been changed in pulse width to the\nelectrically\n-driven\nvehicle\nto\nnotify\nthe\nelectrically\n-driven\nvehicle\nto reduce the charging current.\n8. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 7, wherein the controller notifies the\nelectrically\n-driven\nvehicle\nto\nreduce\nthe charging current in a stepwise fashion using the pilot signal.\n9. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nclaim 6, wherein the controller sends, when the temperature detected by the\ntemperature detector reaches the predetermined threshold value, a pilot signal\nthat has been changed in amplitude to the\nelectrically\n-driven\nvehicle\nto\nnotify\n21\nthe\nelectrically\n-driven\nvehicle\nto reduce the charging current.\n10. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nany one of claims 1 to 9, wherein the controller has a second threshold value\ngreater than the threshold value to block the\nelectric\ncircuit when a\ntemperature\ngreater than the second threshold value is detected.\n11. The charging cable for the\nelectrically\n-driven\nvehicle\naccording to\nany one of claims 1 to 10, wherein the charging cable comprises a switching\ncircuit operable to open and close the\nelectric\ncircuit between the power plug\nand the charging coupler and an earth leakage detecting portion operable to\nmonitor an\nelectric\ncurrent flowing through the\nelectric\ncircuit to detect an\nearth\nleakage, and when the earth leakage detecting portion detects the earth\nleakage, the controller blocks the\nelectric\ncircuit via the switching circuit. | 2011-046392 | Japan | 2011-03-03 | L'invention porte sur un câble de charge (A) utilisé pour charger la batterie d'un véhicule à propulsion électrique et qui comprend : une fiche d'alimentation (14) qui est reliée de façon pouvant être fixée/détachée à une prise d'alimentation (12) d'une source d'alimentation commerciale ; un coupleur de charge (16) qui est relié de façon pouvant être fixé/détaché à un véhicule à propulsion électrique (C) ; un capteur de température (14a) destiné à détecter la température d'un trajet électrique compris entre la fiche d'alimentation (14) et le coupleur de chargeur (16) ; et un dispositif de charge (20) ayant un moyen de commande (20a) servant à commander la valeur du courant qui circule de la fiche d'alimentation (14) au coupleur de charge (16). Le temps de charge peut être significativement réduit et, de plus, la durabilité entre le câble de charge et la prise et la durabilité entre le câble de charge et le coupleur de charge sont améliorées. | True |
| 360 | Patent 2937963 Summary - Canadian Patents Database | CA 2937963 | NaN | SYSTEM FOR MANAGING OPERATION OF INDUSTRIALVEHICLES | SYSTEME DE GESTION DE L'EXPLOITATION DE VEHICULES INDUSTRIELS | NaN | MEDWIN, STEVE, MCCABE, PAUL P. | 2019-05-07 | 2009-04-15 | SMART & BIGGAR LP | English | THE RAYMOND CORPORATION | CLAIMS:\n1. A method for controlling an industrial\nvehicle\nthat is powered by a\nbattery\nthat\nis recharged as necessary by\nelectricity\nfrom a utility company, wherein the\nutility company\ncharges a first rate for\nelectricity\ndelivered during a first period of a day\nand charges a higher\nsecond rate for\nelectricity\ndelivered during a second period of the day, said\nmethod\ncomprising:\noperating the industrial\nvehicle\nin a limited manner, via a\nvehicle\ncontroller, to\ncarry loads during a restricted operation time period to prolong\nbattery\nlife\nso that recharging\nis not required until the first time period of the day; and\nenabling unrestricted operation of the industrial\nvehicle\n, via a\nvehicle\ncontroller, during an unrestricted operation time period.\n2. The method as recited in claim 1 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting at least one of travel speed and rate of\ntravel acceleration\nof the industrial\nvehicle\n.\n3. The method as recited in claim 1 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting speed at which a load is raised.\n4. The method as recited in claim 1 wherein the unrestricted operation time\nperiod occurs during with the first period of the day.\n5. The method as recited in claim 1 wherein the restricted operation time\nperiod\noccurs during the second period of the day.\n6. The method as recited in claim 1 wherein the restricted operation time\nperiod is\ndetermined from a real time clock.\n7. The method as recited in claim 1 wherein the restricted operation time\nperiod is\ndetermined from data received by the industrial\nvehicle\nfrom a wireless\ncommunication\nsystem.\n- 28 -\n8. The method as recited in claim 1 further comprising storing in a memory\na\ndefinition of at least one of the restricted operation time period and the\nunrestricted operation\ntime period.\n9. The method as recited in claim 8 wherein operating the industrial\nvehicle\nin a\nlimited manner is in response to the definition stored in the memory.\n10. A method for controlling an industrial\nvehicle\nthat is powered by a\nbattery\nthat\nis recharged as necessary by\nelectricity\nfrom a utility company, wherein the\nutility company\nbills at a first monetary rate for\nelectricity\ndelivered during a first time\nperiod of a day and\nbills at a higher second monetary rate for\nelectricity\ndelivered during a\nsecond time period of\nthe day, said method comprising:\noperating the industrial\nvehicle\nin a limited manner, via a\nvehicle\ncontroller, to\ncarry loads during the second time period to prolong\nbattery\nlife so that\nrecharging is not\nrequired until the first time period of the day; and\nenabling unrestricted operation of the industrial\nvehicle\n, via a\nvehicle\ncontroller, during the first time period.\n11. The method as recited in claim 10 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting at least one of travel speed and rate of\ntravel acceleration\nof the industrial\nvehicle\n.\n12. The method as recited in claim 10 wherein operating the industrial\nvehicle\nin a\nlimited manner comprises limiting speed at which a load is raised.\n13. The method as recited in claim 10 wherein the restricted operation time\nperiod\nis determined from a real time clock.\n14. The method as recited in claim 10 wherein the restricted operation time\nperiod\nis determined from data received by the industrial\nvehicle\nfrom a wireless\ncommunication\nsystem.\n- 29 -\n15. The method as recited in claim 10 further comprising storing in a\nmemory a\ndefinition of at least one of the first time period and the second time\nperiod.\n16. The method as recited in claim 15 wherein operating the industrial\nvehicle\nin a\nlimited manner is in response to the definition stored in the memory.\n- 30 - | 61/046,247 | United States of America | 2008-04-18 | Un véhicule industriel est doté dun dispositif de commande relié à une pluralité de capteurs pour accumuler des informations liées au fonctionnement du véhicule. Le dispositif de commande utilise ces informations pour régir davantage le fonctionnement du véhicule afin de réduire la probabilité de dommages au véhicule ou à la charge transportée. Les informations sont également analysées pour déterminer avec quel degré defficacité le véhicule industriel et son conducteur exécutent des tâches par rapport à des indicateurs de performance pour le véhicule et en comparaison avec dautres véhicules industriels. La performance du véhicule industriel peut être limitée pour conserver lénergie de la batterie et limiter la recharge de cette dernière aux heures creuses dun service public délectricité. Quand les capteurs détectent une défaillance du véhicule, un code derreur est produit. Un technicien dentretien peut utiliser ce code derreur pour avoir accès automatiquement à des manuels de réparation stockés dans le système informatique du véhicule et obtenir des informations pour diagnostiquer et corriger la défaillance. | True |
| 361 | Patent 3014278 Summary - Canadian Patents Database | CA 3014278 | NaN | SPEED CONTROLLED SWITCHING SYSTEM FOR A RIDE-ONVEHICLE | SYSTEME DE COMMUTATION A VITESSE COMMANDEE POUR VEHICULE PORTEUR | NaN | YOUNG, MATTHEW E., ECKERT, CAMERON, YANG, ZHI GANG, CHEN, CONG | NaN | 2017-02-10 | BLAKE, CASSELS & GRAYDON LLP | English | RADIO FLYER INC. | CLAIMS\nWhat is claimed is:\n1. A ride-on\nvehicle\nhaving a speed controlled switching system,\ncomprising:\na\nvehicle\nbody having a driver's seat for a rider;\na plurality of wheels supporting the\nvehicle\nbody;\na motor connected to at least one of the plurality of wheels;\na\nbattery\nelectrically\nconnected to the motor;\na direction switch assembly\nelectrically\nconnected between the\nbattery\nand the\nmotor, the\ndirection switch assembly having a forward button, a reverse button, a first\nswitch, a second\nswitch, and a rocker plate between the forward and reverse buttons and the\nfirst and second\nswitches; and,\na speed switch\nelectrically\nconnected between the direction switch assembly\nand the\nmotor, the speed switch being separate from the direction switch assembly, and\nthe speed switch\nhaving a high speed setting and a low speed setting, wherein when the reverse\nbutton of the\ndirection switch assembly is actuated it removes control of a speed of the\nmotor from the speed\nswitch, and wherein when the forward button of the direction switch assembly\nis actuated it\ncauses the speed switch to control the speed of the motor.\n2. The ride-on\nvehicle\nof claim 1, wherein the first switch of the\ndirection switch assembly\ncontrols the polarity of the current sent to the motor.\n3. The ride-on\nvehicle\nof claim 2, wherein when the first switch is in a\nfirst position the\ncurrent provided to the motor has a first polarity, and when the first switch\nis in a second position\nthe current provided to the motor has a second polarity opposite the first\npolarity.\n4. The ride-on\nvehicle\nof claim 1, wherein actuation of the forward button\noperates to\nactuate the first switch to a first position and to actuate the second switch\nto a first position, and\nwherein actuation of the reverse button operates to actuate the first switch\nto a second position\nand to actuate the second switch to a second position.\n26\n5. The ride-on\nvehicle\nof claim 1, wherein the direction switch assembly is\nproximal the\ndriver's seat in the\nvehicle\nbody, and wherein the speed switch is distal the\ndriver's seat and\ngenerally not accessible by a rider seated in the driver's seat.\n6. The ride-in\nvehicle\nof claim 1, further comprising a second motor\nconnected to at least\none of the plurality of wheels.\n7. The ride-on\nvehicle\nof claim 6, wherein a voltage is provided to the\nmotors in parallel\nwhen the forward button is actuated and when the speed switch is in the high\nspeed setting,\nwherein the voltage is provided to the motors in series when the forward\nbutton is actuated and\nwhen the speed switch is in the low speed setting, and wherein the voltage is\nprovided to the\nmotors in series when reverse button is actuated regardless of the setting of\nthe speed switch.\n8. The ride-on\nvehicle\nof claim 7, wherein the voltage observed by the\nmotors is higher\nwhen provided in parallel than in series.\n9. A ride-on\nvehicle\nhaving a speed controlled switching system,\ncomprising:\na\nvehicle\nbody having a driver's seat for a rider;\na plurality of wheels supporting the\nvehicle\nbody;\na motor connected to at least one of the plurality of wheels;\na\nbattery\nelectrically\nconnected to the motor;\na direction switch assembly\nelectrically\nconnected between the\nbattery\nand the\nmotor, the\ndirection switch assembly having a forward button and a reverse button\nadjacent the forward\nbutton; and,\na speed switch\nelectrically\nconnected between the direction switch assembly\nand the\nmotor, the speed switch being separate from the direction switch assembly,\nwherein when the\nreverse button of the direction switch assembly is actuated it removes control\nof a speed of the\nmotor from the speed switch, and wherein when the forward button of the\ndirection switch\nassembly is actuated it causes the speed switch to control the speed of the\nmotor.\n10. The ride-on\nvehicle\nof claim 9, wherein the direction switch assembly\nfurther comprises a\nfirst switch and a second switch, and a rocker plate between the forward and\nreverse buttons and\nthe first and second switches.\n11. The ride-on\nvehicle\nof claim 10, wherein actuation of the forward\nbutton of the direction\nswitch assembly operates to actuate both the first switch and the second\nswitch, and wherein\n27\nactuation of the reverse button of the direction switch assembly operates to\nactuate both the first\nswitch and the second switch.\n12. The ride-on\nvehicle\nof claim 11, wherein actuation of the forward\nbutton operates to\nactuate the first switch to a first position and to actuate the second switch\nto a first position, and\nwherein actuation of the reverse button operates to actuate the first switch\nto a second position\nand to actuate the second switch to a second position.\n13. The ride-on\nvehicle\nof claim 10, wherein the first switch is a two\nposition toggle switch,\nand wherein the second switch is a two position toggle switch.\n14. The ride-on\nvehicle\nof claim 9, wherein the direction switch is\nproximal the driver's seat\nin the\nvehicle\nbody, and wherein the speed switch is distal the driver's seat\nand generally not\naccessible by a rider seated in the driver's seat.\n15. The ride-in\nvehicle\nof claim 9, wherein the speed switch has a high\nspeed setting and a\nlow speed setting.\n16. The ride-on\nvehicle\nof claim 15, further comprising a first motor and a\nsecond motor,\nwherein a voltage is provided to the motors in parallel when the forward\nbutton is actuated and\nwhen the speed switch is in the high speed setting, wherein the voltage is\nprovided to the motors\nin series when the forward button is actuated and when the speed switch is in\nthe low speed\nsetting, and wherein the voltage is provided to the motors in series when\nreverse button is\nactuated regardless of the setting of the speed switch..\n17. The ride-on\nvehicle\nof claim 16, wherein the voltage observed by the\nmotors is higher\nwhen provided in parallel than in series.\n18. A ride-on\nvehicle\nhaving a speed controlled switching system,\ncomprising:\na\nvehicle\nbody having a driver's seat for a rider;\na plurality of wheels supporting the\nvehicle\nbody;\na motor connected to at least one of the plurality of wheels;\na\nbattery\nelectrically\nconnected to the motor;\na direction switch assembly\nelectrically\nconnected between the\nbattery\nand the\nmotor, the\ndirection switch assembly having an independent forward button and an\nindependent reverse\nbutton adjacent the forward button; and,\na speed switch\nelectrically\nconnected between the direction switch assembly\nand the\nmotor, the speed switch separate from the direction switch assembly, the speed\nswitch having a\n28\nlow speed setting and a high speed setting, wherein the direction switch is\nproximal the driver's\nseat in the\nvehicle\nbody, and wherein the speed switch is distal the driver's\nseat and generally not\naccessible by a rider seated in the driver's seat.\n19 The ride-on\nvehicle\nof claim 18, wherein the direction switch assembly\nis positioned\nwithin the cockpit of the\nvehicle\nbody, and wherein the speed switch is\npositioned outside the\ncockpit of the\nvehicle\nbody\n20. The ride-on\nvehicle\nof claim 18, wherein when the reverse button is\nactuated the direction\nswitch assembly causes a voltage observed by the motor to be that of the low\nspeed setting\nregardless of the setting of the speed switch\n29 | 62/294,519 | United States of America | 2016-02-12 | L'invention concerne un véhicule porteur, lequel véhicule a un système de commutation à vitesse commandée. Le véhicule porteur comprend une caisse de véhicule ayant un siège de conducteur, une pluralité de roues, un moteur, une batterie électriquement connectée au moteur, un ensemble de commutateur de direction électriquement connecté entre la batterie et le moteur, et un commutateur de vitesse électriquement connecté entre l'ensemble de commutateur de direction et le moteur. L'ensemble de commutateur de direction a un bouton de marche avant et un bouton de marche arrière, et se trouve à proximité du siège de conducteur dans la caisse de véhicule. Le commutateur de vitesse a un réglage de vitesse élevée et un réglage de vitesse basse, et est distal du siège du conducteur, et n'est généralement pas accessible par un passager assis dans le siège du conducteur. Quand le bouton de marche arrière est actionné, l'ensemble de commutateur de direction amène la tension observée par le moteur à être à un réglage de vitesse basse quel que soit le réglage du commutateur de vitesse. | True |
| 362 | Patent 2967313 Summary - Canadian Patents Database | CA 2967313 | NaN | POWER SHARING | PARTAGE DE PUISSANCE | NaN | BOLLMAN, MARK, IV | NaN | 2015-11-09 | SMART & BIGGAR LP | English | SNERGY INC. | WHAT IS CLAIMED IS:\n1. A method comprising:\nreceiving, on a server, from a computing device of a user, a request to\nreceive a\nbattery\ncharge on a\nbattery\n-powered device of the user, the request comprising\none or\nmore criteria;\nidentifying, by the server, one or more potential charge donors as target\ncharge\ndonors by comparing the criteria of the request with donor preferences\npreviously\nprovided by potential charge donors; and\nsending, from the server, information related to a target charge donor to the\ncomputing device of the user.\n2. The method of claim 1, wherein the computing device is the\nbattery\n-\npowered\ndevice.\n3. The method of claim 1, wherein the one or more criteria comprise an\namount of\ncharge and a time for charge.\n4. The method of claim 3, wherein the donor preferences comprise a charging\nmethod and a reward.\n5. The method of claim 1, wherein the one or more criteria comprise a\nreward.\n6. The method of claim 5, wherein the reward is to be received by one or\nboth of\nthe target charge donor and a third party.\n7. The method of claim 6, wherein the computing device is a wireless mobile\ndevice, and the third party is a wireless service provider associated with the\nwireless\nmobile device.\n8. The method of claim 6, wherein the third party is a business\nestablishment\nwhere the user is to receive the\nbattery\ncharge on the\nbattery\n-powered device.\n28\n9. The method of claim 1, wherein the donor preferences comprise a\ngeographic\nproximity of the\nbattery\n-powered device.\n10. The method of claim 3, further comprising:\nreceiving, on the server, an indication of the amount of charge on the\nbattery\nof\nthe device.\n11. The method of claim 10, further comprising:\ndetermining, by the server, a length of charging time required for the\nbattery\n-\npowered device to receive the requested\nbattery\ncharge based on the requested\namount\nof charge, the charging method, and the amount of charge on the\nbattery\nof the\ndevice.\n12. The method of claim 1, further comprising:\nsending, from the server, information related to the user of the\nbattery\n-\npowered\ndevice to a computing device of the target charge donor.\n13. The method of claim 12, wherein the computing device is a wireless\nmobile\ndevice.\n14. The method of claim 1, wherein the information related to the target\ncharge\ndonor comprises a location of the target charge donor.\n15. The method of claim 14, wherein the location of the target charge donor\nis\nrepresented as an icon on a map displayed on the\nbattery\n-powered device.\n16. The method of claim 1, wherein the information related to the target\ncharge\ndonor comprises one or both of the donor preferences of the target charge\ndonor and a\nlink to a social media page of the target charge donor.\n17. The method of claim 12, wherein the information related to the user\ncomprises a\nlocation of the user.\n29\n18. The method of claim 17, wherein the location of the user is represented\nas an\nicon on a map displayed on the device of the target charge donor.\n19. The method of claim 12, wherein the information related to the user\ncomprises\none or both of the criteria of the request and a link to one or more social\nmedia pages of\nthe user.\n20. The method of claim 1, wherein the\nbattery\n-powered device is a wireless\nmobile\ndevice.\n21. The method of claim 1, wherein the\nbattery\n-powered device is an\nelectric\nvehicle\n.\n22. The method of claim 21, further comprising:\nreceiving, on the server, from the computing device of the user, one or more\nof\ninformation related to an amount of charge on a\nbattery\nof the\nelectric\nvehicle\n,\ninformation related to a geographic location of the\nelectric\nvehicle\n, and\ninformation\nrelated to a destination of the\nelectric\nvehicle\n.\n23. The method of claim 22, wherein identifying one or more potential\ncharge\ndonors as target charge donors comprises determining, by the server, whether\nthe\nelectric\nvehicle\nis capable of making it to the destination using the amount\nof charge on\nthe\nbattery\n.\n24. A system comprising:\na server comprising:\na memory configured to store instructions; and\na processor to execute the instructions to perform operations comprising:\nreceiving, on the server, from a computing device of a user, a\nrequest to receive a\nbattery\ncharge on a\nbattery\n-powered device of the\nuser, the request comprising one or more criteria;\nidentifying, by the server, one or more potential charge donors as\ntarget charge donors by comparing the criteria of the request with donor\npreferences previously provided by potential charge donors; and\nsending, from the server, information related to a target charge\ndonor to the computing device of the user.\n25. A computer program product tangibly embodied in an information carrier\nand\ncomprising instructions that when executed by a processor perform a method\ncomprising:\nreceiving, on a server, from a computing device of a user, a request to\nreceive a\nbattery\ncharge on a\nbattery\n-powered device of the user, the request comprising\none or\nmore criteria;\nidentifying, by the server, one or more potential charge donors as target\ncharge\ndonors by comparing the criteria of the request with donor preferences\npreviously\nprovided by potential charge donors; and\nsending, from the server, information related to a target charge donor to the\ncomputing device of the user.\n31 | 14/539,113 | United States of America | 2014-11-12 | La présente invention concerne un procédé consistant à recevoir, sur un serveur, en provenance d'un dispositif informatique d'un utilisateur, une demande en vue de recevoir une charge de batterie sur un dispositif alimenté par batterie de l'utilisateur, la demande comprenant un ou plusieurs critères ; à identifier, au moyen du serveur, un ou plusieurs donneurs de charge potentiels en tant que donneurs de charge cibles par comparaison des critères de la demande avec des préférences de donneurs préalablement fournies par des donneurs de charge potentiels ; et à envoyer, à partir du serveur, des informations relatives à un donneur de charge cible vers le dispositif informatique de l'utilisateur. | True |
| 363 | Patent 3205409 Summary - Canadian Patents Database | CA 3205409 | NaN | SYSTEMS AND METHODS FOR POWER SHARING CONTROL FOR DIRECT INTEGRATION OF FUEL CELLS IN A DUAL-INVERTER EV DRIVETRAIN | SYSTEMES ET PROCEDES DE COMMANDE DE PARTAGE DE PUISSANCE POUR L'INTEGRATION DIRECTE DE PILES A COMBUSTIBLE DANS UNE TRANSMISSION DE VEHICULE ELECTRIQUE A DOUBLE ONDULEUR | NaN | LEHN, PETER WALDEMAR, PATHMANATHAN, MEHANATHAN, SEMSAR, SEPEHR, VIANA, CANIGGIA CASTRO DINIZ | NaN | 2021-12-16 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | THE GOVERNING COUNCIL OF THE UNIVERSITY OF TORONTO, ELEAPPOWER LTD., THE GOVERNING COUNCIL OF THE UNIVERSITY OF TORONTO | CA 03205409 2023-06-15\nWO 2022/126273 PCT/CA2021/051820\nWHAT IS CLAIMED IS:\n1. A dual inverter drive adapted for direct integration of a fuel cell as a\nfirst energy source\nand a\nbattery\npack as a second energy source for power a motor of an\nelectric\nvehicle\n,\nthe dual inverter drive comprising:\na controller circuit configured to establish power factor control to control\nan angle y\nimposed between a fuel cell voltage and a stator current vector Is to ensure\nthat a motor\npower and a fuel cell power reference are simultaneously met, the power factor\ncontrol\nestablished using the relation:\n4PF\n= COS\n3cFcv rj. ¨\nwherein VFc is a voltage vector produced by two-level inverters coupled to the\nfuel cell,\nand PFc is a power produced by the fuel cell, and id and iq are projections of\na stator\ncurrent vector Is on a rotating reference frame having axis dq.\n2. The dual inverter drive of claim 1, wherein the fuel cell voltage varies\nwith a slow rate of\nchange relative to a voltage of the\nbattery\npack, and the voltage of the\nbattery\npack\nexhibits higher rates of change during durations of acceleration or\ndeceleration of the\nelectric\nvehicle\n.\n3. The dual inverter drive of claim 2, wherein when operating at a high speed\nduring the\ndurations of acceleration or deceleration, the motor operates within a field\nweakening\nregion of operation, and wherein during durations of cruising of the\nelectric\nvehicle\n, the\nmotor operates in a normal region of operation whereby the d-axis current\ngradually\nreduces.\n4. The dual inverter drive of claim 3, wherein operation in the field\nweakening region of\noperation is utilized to prevent a\nbattery\nconverter from saturation.\n5. The dual inverter drive of claim 4, wherein a maximum magnitude of a flux-\nproducing\ncurrent calculated by a power sharing control approach iipps and a flux-\nproducing current\nmagnitude reference iipRiv is taken as an overall flux producing current\nreference to\n- 42 -\nCA 03205409 2023-06-15\nWO 2022/126273\nPCT/CA2021/051820\nensure that both power sharing and field weakening requirements of the dual\ninverter\ndrive are met.\n6. The dual inverter drive of claim 1, wherein a flux producing current i, is\ninjected during\ndurations of time where y is imaginary, indicating that a magnitude of the\ncurrent vector\nis insufficient to generate a requested fuel cell power.\n7. The dual inverter drive of claim 6, wherein a complex conjugate for the\nflux producing\ncurrent iy, i*ip is defined using the relation:\n1 4Pr(\n_________________ )2 I I'\n' t. =\n= C =\nwherein Ism is a stator current vector magnitude for maximum torque per ampere\n(MTPA) operation.\n8. The dual inverter drive of claim 7, wherein the flux producing current i is\ninjected to\nensure that that the requested fuel cell power can be generated.\n9. The dual inverter drive of claim 7, wherein the flux producing current i is\ninjected during\na period of regenerative braking operation of the\nelectric\nvehicle\n.\n10. The dual inverter drive of claim 1, wherein the direct integration of a\nfuel cell includes\nintegrating the fuel cell free of a DC-DC converter for connecting the first\nenergy source\nand the second energy source to DC links of the dual inverter drive.\n11. A method for direct integration of a fuel cell as a first energy source\nand a\nbattery\npack\nas a second energy source for power a motor of an\nelectric\nvehicle\n, the method\ncomprising:\ncontrolling an angle y imposed between a fuel cell voltage and a stator\ncurrent vector Is\nto ensure that a motor power and a fuel cell power reference are\nsimultaneously met,\nthe power factor control established using the relation:\n4PF\n= Co\n,311FcAl ¨\n=\n- 43 -\nCA 03205409 2023-06-15\nWO 2022/126273\nPCT/CA2021/051820\nwherein V,c is a voltage vector produced by a two-level inverters coupled to\nthe fuel cell,\nand ID,c is a power produced by the fuel cell, and id and iq are projections\nof the stator\ncurrent vector Is on a rotating reference frame having axis dq.\n12. The method of claim 11, wherein the fuel cell voltage varies with a slow\nrate of change,\nand a voltage of the\nbattery\npack exhibits higher rates of change during\ndurations of\nacceleration or deceleration of the\nelectric\nvehicle\n.\n13. The method of claim 12, wherein when operating at a high speed during the\ndurations of\nacceleration or deceleration, the motor operates within a field weakening\nregion of\noperation, and wherein during durations of cruising of the\nelectric\nvehicle\n,\nthe motor\noperates in a normal region of operation whereby the d-axis current gradually\nreduces.\n14. The method of claim 13, wherein operation in the field weakening region of\noperation is\nutilized to prevent a\nbattery\nconverter from saturation.\n15. The method of claim 14, wherein a maximum magnitude of a flux-producing\ncurrent\ncalculated by a power sharing control approach iipps and a flux-producing\ncurrent\nmagnitude reference iipRiv is taken as an overall flux producing current\nreference to\nensure that both power sharing and field weakening requirements of a dual\ninverter drive\nare met.\n16. The method of claim 11, wherein a flux producing current i, is injected\nduring durations\nof time where y is imaginary, indicating that a magnitude of the current\nvector is\ninsufficient to generate a requested fuel cell power.\n17. The method of claim 16, wherein a complex conjugate for the flux producing\ncurrent iy,\ni*ip is defined using the relation:\nI 4PH\n= ________________ ¨ A '`\n12 I I\n,*\nI "I I\n3?:1"C =\nwherein isml is a stator current vector magnitude for MTPA operation.\n18. The method of claim 17, wherein the flux producing current i is injected\nto ensure that\nthat the requested fuel cell power can be generated.\n19. The method of claim 17, wherein the flux producing current i is injected\nduring a period\nof regenerative braking operation of the\nelectric\nvehicle\n.\n- 44 -\nCA 03205409 2023-06-15\nWO 2022/126273 PCT/CA2021/051820\n20. A non-transitory machine readable medium storing machine-interpretable\ninstruction\nsets, which when executed by a processor, causes the processor to perform\nsteps of a\nmethod according to any one of claims 11-19.\n21. An\nelectric\nvehicle\ndrivetrain including the dual inverter drive of any\none of claims 1-10.\n22. A controller circuit, adapted for direct integration of a fuel cell as a\nfirst energy source\nand a\nbattery\npack as a second energy source for power a motor of an\nelectric\nvehicle\n,\nthe controller circuit including control circuitry configured to establish\npower factor control\nto control an angle y imposed between a fuel cell voltage and a stator current\nvector Is\nto ensure that a motor power and a fuel cell power reference are\nsimultaneously met,\nthe power factor control established using the relation:\n4PFc\n= Cos\n2- ¨\nd\nwherein VFc is a voltage vector produced by two-level inverters coupled to the\nfuel cell,\nand PFc is a power produced by the fuel cell, and id and iq are projections of\na stator\ncurrent vector Is on a rotating reference frame having axis dq.\n- 45 - | 63/126,412 | United States of America | 2020-12-16 | La présente invention concerne une transmission à double onduleur présentant une pile à combustible à stockage d'énergie intégrée dans un véhicule électrique. L'invention concerne également un procédé de fonctionnement de la transmission à double onduleur utilisant une approche de commande de partage de puissance, ce qui permet d'obtenir les exigences clés d'une pile à combustible sans compromettre la performance dynamique du système d'entraînement de véhicule électrique. En particulier, la capacité de cette approche de commande à assurer un transfert de puissance unidirectionnel à partir de la pile à combustible même en cas de freinage régénératif et une puissance de pile à combustible à changement lent malgré des transitoires de couple moteur rapides ont été démontrées. | True |
| 364 | Patent 3205409 Summary - Canadian Patents Database | CA 3205409 | NaN | SYSTEMS AND METHODS FOR POWER SHARING CONTROL FOR DIRECT INTEGRATION OF FUEL CELLS IN A DUAL-INVERTER EV DRIVETRAIN | SYSTEMES ET PROCEDES DE COMMANDE DE PARTAGE DE PUISSANCE POUR L'INTEGRATION DIRECTE DE PILES A COMBUSTIBLE DANS UNE TRANSMISSION DE VEHICULE ELECTRIQUE A DOUBLE ONDULEUR | NaN | LEHN, PETER WALDEMAR, PATHMANATHAN, MEHANATHAN, SEMSAR, SEPEHR, VIANA, CANIGGIA CASTRO DINIZ | NaN | 2021-12-16 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | THE GOVERNING COUNCIL OF THE UNIVERSITY OF TORONTO, ELEAPPOWER LTD., THE GOVERNING COUNCIL OF THE UNIVERSITY OF TORONTO | CA 03205409 2023-06-15\nWO 2022/126273 PCT/CA2021/051820\nWHAT IS CLAIMED IS:\n1. A dual inverter drive adapted for direct integration of a fuel cell as a\nfirst energy source\nand a\nbattery\npack as a second energy source for power a motor of an\nelectric\nvehicle\n,\nthe dual inverter drive comprising:\na controller circuit configured to establish power factor control to control\nan angle y\nimposed between a fuel cell voltage and a stator current vector Is to ensure\nthat a motor\npower and a fuel cell power reference are simultaneously met, the power factor\ncontrol\nestablished using the relation:\n4PF\n= COS\n3cFcv rj. ¨\nwherein VFc is a voltage vector produced by two-level inverters coupled to the\nfuel cell,\nand PFc is a power produced by the fuel cell, and id and iq are projections of\na stator\ncurrent vector Is on a rotating reference frame having axis dq.\n2. The dual inverter drive of claim 1, wherein the fuel cell voltage varies\nwith a slow rate of\nchange relative to a voltage of the\nbattery\npack, and the voltage of the\nbattery\npack\nexhibits higher rates of change during durations of acceleration or\ndeceleration of the\nelectric\nvehicle\n.\n3. The dual inverter drive of claim 2, wherein when operating at a high speed\nduring the\ndurations of acceleration or deceleration, the motor operates within a field\nweakening\nregion of operation, and wherein during durations of cruising of the\nelectric\nvehicle\n, the\nmotor operates in a normal region of operation whereby the d-axis current\ngradually\nreduces.\n4. The dual inverter drive of claim 3, wherein operation in the field\nweakening region of\noperation is utilized to prevent a\nbattery\nconverter from saturation.\n5. The dual inverter drive of claim 4, wherein a maximum magnitude of a flux-\nproducing\ncurrent calculated by a power sharing control approach iipps and a flux-\nproducing current\nmagnitude reference iipRiv is taken as an overall flux producing current\nreference to\n- 42 -\nCA 03205409 2023-06-15\nWO 2022/126273\nPCT/CA2021/051820\nensure that both power sharing and field weakening requirements of the dual\ninverter\ndrive are met.\n6. The dual inverter drive of claim 1, wherein a flux producing current i, is\ninjected during\ndurations of time where y is imaginary, indicating that a magnitude of the\ncurrent vector\nis insufficient to generate a requested fuel cell power.\n7. The dual inverter drive of claim 6, wherein a complex conjugate for the\nflux producing\ncurrent iy, i*ip is defined using the relation:\n1 4Pr(\n_________________ )2 I I'\n' t. =\n= C =\nwherein Ism is a stator current vector magnitude for maximum torque per ampere\n(MTPA) operation.\n8. The dual inverter drive of claim 7, wherein the flux producing current i is\ninjected to\nensure that that the requested fuel cell power can be generated.\n9. The dual inverter drive of claim 7, wherein the flux producing current i is\ninjected during\na period of regenerative braking operation of the\nelectric\nvehicle\n.\n10. The dual inverter drive of claim 1, wherein the direct integration of a\nfuel cell includes\nintegrating the fuel cell free of a DC-DC converter for connecting the first\nenergy source\nand the second energy source to DC links of the dual inverter drive.\n11. A method for direct integration of a fuel cell as a first energy source\nand a\nbattery\npack\nas a second energy source for power a motor of an\nelectric\nvehicle\n, the method\ncomprising:\ncontrolling an angle y imposed between a fuel cell voltage and a stator\ncurrent vector Is\nto ensure that a motor power and a fuel cell power reference are\nsimultaneously met,\nthe power factor control established using the relation:\n4PF\n= Co\n,311FcAl ¨\n=\n- 43 -\nCA 03205409 2023-06-15\nWO 2022/126273\nPCT/CA2021/051820\nwherein V,c is a voltage vector produced by a two-level inverters coupled to\nthe fuel cell,\nand ID,c is a power produced by the fuel cell, and id and iq are projections\nof the stator\ncurrent vector Is on a rotating reference frame having axis dq.\n12. The method of claim 11, wherein the fuel cell voltage varies with a slow\nrate of change,\nand a voltage of the\nbattery\npack exhibits higher rates of change during\ndurations of\nacceleration or deceleration of the\nelectric\nvehicle\n.\n13. The method of claim 12, wherein when operating at a high speed during the\ndurations of\nacceleration or deceleration, the motor operates within a field weakening\nregion of\noperation, and wherein during durations of cruising of the\nelectric\nvehicle\n,\nthe motor\noperates in a normal region of operation whereby the d-axis current gradually\nreduces.\n14. The method of claim 13, wherein operation in the field weakening region of\noperation is\nutilized to prevent a\nbattery\nconverter from saturation.\n15. The method of claim 14, wherein a maximum magnitude of a flux-producing\ncurrent\ncalculated by a power sharing control approach iipps and a flux-producing\ncurrent\nmagnitude reference iipRiv is taken as an overall flux producing current\nreference to\nensure that both power sharing and field weakening requirements of a dual\ninverter drive\nare met.\n16. The method of claim 11, wherein a flux producing current i, is injected\nduring durations\nof time where y is imaginary, indicating that a magnitude of the current\nvector is\ninsufficient to generate a requested fuel cell power.\n17. The method of claim 16, wherein a complex conjugate for the flux producing\ncurrent iy,\ni*ip is defined using the relation:\nI 4PH\n= ________________ ¨ A '`\n12 I I\n,*\nI "I I\n3?:1"C =\nwherein isml is a stator current vector magnitude for MTPA operation.\n18. The method of claim 17, wherein the flux producing current i is injected\nto ensure that\nthat the requested fuel cell power can be generated.\n19. The method of claim 17, wherein the flux producing current i is injected\nduring a period\nof regenerative braking operation of the\nelectric\nvehicle\n.\n- 44 -\nCA 03205409 2023-06-15\nWO 2022/126273 PCT/CA2021/051820\n20. A non-transitory machine readable medium storing machine-interpretable\ninstruction\nsets, which when executed by a processor, causes the processor to perform\nsteps of a\nmethod according to any one of claims 11-19.\n21. An\nelectric\nvehicle\ndrivetrain including the dual inverter drive of any\none of claims 1-10.\n22. A controller circuit, adapted for direct integration of a fuel cell as a\nfirst energy source\nand a\nbattery\npack as a second energy source for power a motor of an\nelectric\nvehicle\n,\nthe controller circuit including control circuitry configured to establish\npower factor control\nto control an angle y imposed between a fuel cell voltage and a stator current\nvector Is\nto ensure that a motor power and a fuel cell power reference are\nsimultaneously met,\nthe power factor control established using the relation:\n4PFc\n= Cos\n2- ¨\nd\nwherein VFc is a voltage vector produced by two-level inverters coupled to the\nfuel cell,\nand PFc is a power produced by the fuel cell, and id and iq are projections of\na stator\ncurrent vector Is on a rotating reference frame having axis dq.\n- 45 - | 63/126,412 | United States of America | 2020-12-16 | La présente invention concerne une transmission à double onduleur présentant une pile à combustible à stockage d'énergie intégrée dans un véhicule électrique. L'invention concerne également un procédé de fonctionnement de la transmission à double onduleur utilisant une approche de commande de partage de puissance, ce qui permet d'obtenir les exigences clés d'une pile à combustible sans compromettre la performance dynamique du système d'entraînement de véhicule électrique. En particulier, la capacité de cette approche de commande à assurer un transfert de puissance unidirectionnel à partir de la pile à combustible même en cas de freinage régénératif et une puissance de pile à combustible à changement lent malgré des transitoires de couple moteur rapides ont été démontrées. | True |
| 365 | Patent 3224772 Summary - Canadian Patents Database | CA 3224772 | NaN | SYSTEM AND METHOD FOR REMOVING MANURE FROM A FLOOR IN A BARN FOR ANIMALS, AND, IN COMBINATION, A BARN FOR KEEPING ANIMALS AND A SYSTEM OF THIS TYPE | SYSTEME ET PROCEDE D'ELIMINATION DE FUMIER D'UN SOL DANS UNE ETABLE POUR ANIMAUX ET, EN ASSOCIATION, ETABLE DE GARDIENNAGE D'ANIMAUX ET SYSTEME DE CE TYPE | NaN | JORNA, HARM, VAN KESTER, ROBIN ANDREAS ALBERTUS, OZMEN, DOGAN, VAN DORP, MICHIEL ADRIAAN | NaN | 2022-07-07 | SMART & BIGGAR LP | English | LELY PATENT N.V. | CA 03224772 2023-12-19\nWO 2023/285931 PC\nT/IB2022/056292\n22\nCLAIMS\n1. A\nsystem for removing manure from a floor (2) in a barn (3) for animals (4),\nsuch as cows, which system (1) is provided with:\n= an autonomous manure removing\nvehicle\n(6), comprising:\n¨ a drive system for driving the manure removing\nvehicle\n(6), which drive\nsystem is provided with at least one\nelectric\ndrive motor (10),\n¨ an electronic control system (9) which is connected to the drive system\nfor control thereof,\n- a\nbattery\nsystem (11) for storing\nelectrical\nenergy, which\nbattery\nsystem\n(11) is connected to the drive system and the control system (9),\n= a charging station (23) for charging the\nbattery\nsystem of the manure\nremoving\nvehicle\n(6),\ncharacterized in that\nthe charging station (23) comprises a transmitting body (24) comprising a\nprimary coil (25), and the manure removing\nvehicle\n(6) comprises a receiving\nbody (26)\ncomprising a secondary coil (27), wherein the receiving body (26) is arranged\non a top\nside (13) of the manure removing\nvehicle\n(6), and wherein the manure removing\nvehicle\n(6) is maneuverable with respect to the transmitting body (24) of the charging\nstation (23)\nin such a way that the primary coil (25) of the transmitting body (24) and the\nsecondary\ncoil (27) of the receiving body (26) are mutually aligned in order to\nwirelessly transfer\nelectrical\nenergy from the primary coil (25) to the secondary coil (27) for\nwireless charging\nof the\nbattery\nsystem (11) of the manure removing\nvehicle\n(6).\n2. The system as claimed in claim 1, wherein the transmitting body (24) of\nthe\ncharging station (23) comprises a downwardly facing flat surface, and wherein\nthe\nreceiving body (26) of the manure removing\nvehicle\n(6) comprises an upwardly\nfacing flat\nsurface, and wherein the transmitting body (24) of the charging station (23)\nand the\nreceiving body (26) of the manure removing\nvehicle\n(6) are arranged in such a\nway that\nthe downwardly facing flat surface of the transmitting body (24) of the\ncharging station\n(23) is arrangeable over and/or on top of the upwardly facing flat surface of\nthe receiving\nbody (26) of the manure removing\nvehicle\n(6).\n3. The system as claimed in claim 1 or 2, wherein the top side (13) of the\nmanure removing\nvehicle\n(6) is defined by a substantially flattened top\nsurface, and\nwherein the receiving body (26) extends along said top surface, wherein the\nflattened top\nsurface defines a maximum height of the manure removing\nvehicle\n(6), which is,\nfor\nCA 03224772 2023-12-19\nWO 2023/285931\nPCT/IB2022/056292\n23\nexample, between 50 and 80 cm, such as is substantially 60 or 70 cm.\n4. The\nsystem as claimed in one or more of the preceding claims, wherein the\nreceiving body (26) is arranged in a vertical central longitudinal plane of\nthe manure\nremoving\nvehicle\n(6).\n5. The system\nas claimed in one or more of the preceding claims, wherein the\nmanure removing\nvehicle\n(6) comprises a housing (12), in which the control\nsystem (9)\nand/or the\nbattery\nsystem (11) are at least partly arranged, and wherein the\nreceiving\nbody (26), viewed in a vertical direction, extends at least partly directly\nabove the housing\n(12).\n6. The system as claimed in claim 5, wherein the housing (12) is provided\nwith\nan access opening (14) in order to make the interior thereof accessible, and a\ncover (15)\nwhich is movable between a closed position, in which the access opening (14)\nis closed\nby the cover (15), and an open position, in which the interior of the housing\n(12) is\naccessible via the access opening (14), wherein the access opening (14) and\nthe cover\n(15) extend on the top side (13) of the manure removing\nvehicle\n(6) and the\nreceiving\nbody (26) is provided on the cover (15).\n7. The\nsystem as claimed in one or more of the preceding claims, wherein the\ntransmitting body (24) is arranged on the charging station (23) at a distance\nabove the\nfloor (2).\n8. The system as claimed in claim 7, wherein the transmitting body (24) of\nthe\ncharging station (23) is situated at a height which is adapted in such a way\nto the height\nof the receiving body (26) of the manure removing\nvehicle\n(6) that, by\nmaneuvering the\nmanure removing\nvehicle\n(6) in the charging station (23), the transmitting\nbody (24) of the\ncharging station (6) is engageable by the receiving body (26) of the manure\nremoving\nvehicle\n(6), and the transmitting body (24) and the receiving body (26) are\narrangeable\nover and/or on top of one another in order to wirelessly transfer\nelectrical\nenergy from the\nprimary coil (25) of the transmitting body (24) to the secondary coil (27) of\nthe receiving\nbody (26).\n9. The\nsystem as claimed in claim 8, wherein the receiving body (26) is\nfastened rigidly to the manure removing\nvehicle\n(6), and wherein the\ntransmitting body\n(24) of the charging station (23) is movable from a waiting state by engaging\nwith the\nreceiving body (26) of the manure removing\nvehicle\n(6) which enters the\ncharging station\n(23), in such a way that the primary coil (25) of the transmitting body (24)\nand the\nsecondary coil (27) of the receiving body (26) are aligned above one another\nin a charging\nstate in order to wirelessly transfer\nelectrical\nenergy from the primary coil\n(25) to the\nCA 03224772 2023-12-19\nWO 2023/285931\nPCT/IB2022/056292\n24\nsecondary coil (27).\n10. The system as claimed in one or more of the preceding claims, wherein\nthe\nprimary coil (25) of the transmitting body (24) and the secondary coil (27) of\nthe receiving\nbody (26) are at a distance apart which is less than 5 cm, preferably less\nthan 3 cm, such\nas substantially 2 cm or less, when the primary coil (25) of the transmitting\nbody (24) of\nthe charging station (23) and the secondary coil (27) of the receiving body\n(26) of the\nmanure removing\nvehicle\n(6) are aligned over one another in order to\nwirelessly transfer\nelectrical\nenergy from the primary coil (25) to the secondary coil (27).\n11. The system as claimed in one or more of the preceding claims, wherein\nthe\nmanure removing\nvehicle\n(6) comprises a manure slider (8) for moving manure\nover the\nfloor (2).\n12. The system as claimed in one or more of the preceding claims, wherein\nthe\nmanure removing\nvehicle\n(6) is provided with a manure storage container (16),\na manure\ndischarge opening (18) for discharging manure from the manure storage\ncontainer (16),\nand a manure feed device for feeding manure from the floor (2) and moving the\nfed-in\nmanure to the manure storage container (16).\n13. The system as claimed in claim 12, wherein the charging station (23) is\nprovided with a dump opening (21) in the floor (2) for dumping manure from the\nmanure\ndischarge opening (18) of the manure storage container (16) through the dump\nopening\n(21) into a manure reservoir (22) which extends under the floor (2).\n14. In combination, a barn (3) for keeping animals (4), such as cows, as\nwell as\na system (1) as claimed in one or more of the preceding claims.\n15. A method for removing manure from a floor (2) in a barn (3) for animals\n(4),\nsuch as cows, in which use is made of a system (1) as claimed in one or more\nof the\npreceding claims, and wherein the method comprises:\n= moving the autonomous manure removing\nvehicle\n(6) across the floor (2) of\nthe barn (3) in order to remove manure from the floor (2),\n= moving the manure removing\nvehicle\n(6) to the charging station (23), and\n= wirelessly charging the\nbattery\nsystem (11) of the manure removing\nvehicle\n(6) in the charging station (23) by wirelessly transmitting\nelectrical\nenergy\nfrom the primary coil (25) of the transmitting body (24) of the charging\nstation (23) to the secondary coil (27) of the receiving body (26) of the\nmanure removing\nvehicle\n(6). | 2028702 | Netherlands (Kingdom of the) | 2021-07-12 | Système d'élimination de fumier d'un sol dans une étable pour animaux, tels que des vaches, comprenant un véhicule d'élimination de fumier autonome qui est pourvu d'un système d'entraînement pour entraîner le véhicule d'élimination de fumier. Le système d'entraînement comprend au moins un moteur d'entraînement électrique. Un système de commande électronique est connecté au système d'entraînement pour commander celui-ci. Un système de batterie pour stocker de l'énergie électrique est relié au système d'entraînement et au système de commande. Le système comprend par ailleurs une station de charge pour charger le système de batterie du véhicule d'élimination de fumier. La station de charge comprend un corps de transmission avec une bobine principale. Le véhicule d'élimination de fumier comprend un corps de réception avec une bobine secondaire. Le corps de réception est disposé sur un côté supérieur du véhicule d'élimination de fumier. Le véhicule d'élimination de fumier est manuvrable par rapport au corps de transmission de la station de charge de telle sorte que la bobine principale du corps de transmission et la bobine secondaire du corps de réception sont mutuellement alignées afin de transférer sans fil de l'énergie électrique de la bobine principale à la bobine secondaire pour une charge sans fil du système de batterie du véhicule d'élimination de fumier. | True |
| 366 | Patent 2452115 Summary - Canadian Patents Database | CA 2452115 | NaN | SOLAR POWERED HEATING AND VENTILATION SYSTEM FORVEHICLE | SYSTEME SOLAIRE DE CHAUFFAGE ET DE VENTILATION POUR VEHICULE | NaN | SNOW, CHRISTOPHER E. | 2006-09-19 | 2003-12-03 | OSLER, HOSKIN & HARCOURT LLP | English | SNOW, CHRISTOPHER E. | CLAIMS\nThe embodiments of the invention in which an exclusive property\nor privilege is claimed are defined as follows:\n1. A solar powered heating and cooling system for a\nvehicle\ncomprising:\na duct system mounted on a ceiling of the\nvehicle\n;\na fan mounted inside of said duct system;\na heater mounted inside of said duct system;\na first vent mounted at a front end of said duct system\naway from said fan and said heater for accepting air input from\nan interior of the\nvehicle\n, said duct system extending away from\na position of said fan and said heater to a rear of said\nvehicle\n;\na second and third vent and flap assembly mounted in a\nsection of said extended duct system inside the\nvehicle\nfor\ncirculating air input from said first vent back into the\nvehicle\ninterior at said second vent and preventing air from exhausting\nout the third vent during heating while said flap is in an open\nposition;\nsaid third vent being mounted in a rear end of said\nextended duct system for exhausting air input Pram said first\nvent out of said\nvehicle\nat said third vent while said flap is\nin a closed position covering said second vent during cooling;\na power controller;\na\nbattery\ncoupled to said power controller as a power\nsource;\nsolar power cells coupled to said power controller as a\npower source;\na selector switch coupled to said power controller to\nreceive\nelectrical\npower and\nelectrically\ncoupled to said fan\nand said heater, said selector switch being configured to select\na heating operation by providing power to Said fan and said\nheater and said selector switch being configured to select a\ncooling operation by providing power to said fan;\n16\nsaid selector switch controlling the opening and closing of\nsaid flap; and\nsaid power controller being configured to regulate power\nprovided to said selector switch.\n2. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, further comprising a thermostat\ncoupled to said power controller to sense a temperature of air\nin the\nvehicle\n.\n3. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, further comprising a clock/timer\ncoupled to said power controller to activate/deactivate the\npower controller at predetermined times.\n4. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, wherein said third vent further\nincludes a flap to passively provide protection for said duct\nsystem from rain and dust external to said\nvehicle\n.\n5. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 1, wherein said third vent further\nincludes a flap controlled by said selector switch to open and\nexhaust interior air during cooling when said flap on said\nsecond vent is closed and said flap on said third vent is\ncontrolled by said selector switch to close during heating while\nsaid flap on said second vent is open.\n6. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 4, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n17\n7. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 5, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n8. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 6, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n9. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 7, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n10. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 4, wherein said\nbattery\nis an\nauxiliary\nbattery\nthat does not provide power to other parts of\nsaid\nvehicle\nand said power controller is configured to select\npower from one of said auxiliary\nbattery\nand said Solar power\ncells and both based on current needed by said fan and said\nheater during heating or cooling as selected by said selector\nswitch.\n11. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 5, wherein said\nbattery\nis an\nauxiliary\nbattery\nthat does not provide power to other parts of\nsaid\nvehicle\nand said power controller is configured to select\npower from one of said auxiliary\nbattery\nand said solar power\ncells and both based on current needed by said fan and said\nheater during heating or cooling as selected by said selector\nswitch.\n18\n12. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 10, wherein said power controller is\nconfigured to prevent deep discharge of said auxiliary\nbattery\n.\n13. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 11, wherein said power controller is\nconfigured to prevent deep discharge of said auxiliary\nbattery\n.\n14. A solar powered heating and cooling system for a\nvehicle\ncomprising:\na duct system mounted on the ceiling of said\nvehicle\n;\na fan mounted inside of said duct system;\na heater mounted inside of said duct system;\na first vent mounted at a front most end of said duct\nsystem away from said fan and said heater for accepting air\ninput from an interior of said\nvehicle\n;\nsaid duct system splitting off into two sections extending\naway from a position of said fan and said heater and going back\ntoward the rear of said\nvehicle\n;\na second vent and flap assembly in a first of said two\nsections within said extended duct inside said\nvehicle\nand a\nthird vent and flap assembly in a second of said two sections\nwithin said extended duct inside said\nvehicle\nfor circulating\nair input from said first vent back into said\nvehicle\ninterior\nat said second and third vent and while said flaps in said\nsecond and third assemblies are in an open position and prevent\nair from exhausting out a fourth and fifth vent during heating;\nsaid fourth vent mounted at a rear most end of said first\nof said two sections within said extended duct system and said\nfifth vent mounted at a rear most end of said second of said two\nsections within said extended duct system for exhausting air\ninput from said first vent out at said fourth and fifth 'Vent of\nsaid\nvehicle\nwhile said flaps in said second and third\nassemblies cover said second and third vent during cooling;\na\nbattery\ncoupled to a power controller as a power source;\n19\nsolar power cells coupled to said power controller as a\npower source;\na selector switch coupled to said power controller to\nreceive\nelectrical\npower and coupled to said fan and said\nheater;\nsaid selector switch configured to select a heating\noperation by providing power to said fan and said heater and\nsaid selector switch configured to select a cooling operation by\nproviding power to said fan;\nsaid selector switch controlling the opening and closing of\nsaid flaps of said second and third assemblies; and\nsaid power controller being configured to regulate power\nprovided to said selector switch.\n15. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, further comprising a thermostat\ncoupled to said power controller to sense a temperature of air\nin the\nvehicle\n.\n16. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, further comprising a clock/timer\ncoupled to said power controller to activate/deactivate the\npower controller at predetermined times.\n17. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, wherein said fourth vent\nincludes a flap and said fifth vent includes a flap both\ncontrolled by said selector switch to open and exhaust interior\nair during cooling when said flaps on said second vent and third\nvents are closed and said flaps on said fourth and fifth vent\nare controlled by said selector switch to close during heating\nwhile said flaps on said second and third vent are open.\n20\n18. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 14, wherein said fourth and fifth\nvents each include a flap to passively provide protection for\nsaid duct system from rain and dust external to said\nvehicle\n.\n19. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 17, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n20. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 18, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch.\n21. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 19, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n22. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 20, wherein said power controller is\nconfigured to prevent deep discharge of said\nbattery\n.\n23. A solar powered heating and cooling system for a\nvehicle\ncomprising:\na duct system mounted on a ceiling of said\nvehicle\n;\na fan mounted inside of said duct system;\na heater mounted inside of said duct system;\na first vent mounted at a front most end of said duct\nsystem away from said fan and said heater for accepting air\ninput from an interior of said\nvehicle\n;\n21\nsaid duct system extending from a position of said fan and\nsaid heater to a rear of said\nvehicle\n;\na second vent and flap assembly mounted in a section of\nsaid extended duct system inside said\nvehicle\nfor circulating\nair input from said first vent back into said\nvehicle\ninterior\nat said second vent and said flap of said second assembly opens\nand prevents air from exhausting out a third vent during\nheating;\nsaid third vent and flap assembly mounted at a rear most\nend of said duct system in said extended duct system for\nexhausting air input from said first vent out of said\nvehicle\nthrough said flap of said third vent while said flap of said\nsecond assembly closes and covers said second vent during\ncooling;\na\nbattery\ncoupled to a power controller as a power source;\nsolar power cells coupled to said power controller as a\npower source;\na selector switch coupled to said power controller to\nreceive\nelectrical\npower and coupled to said fan and said heater\nto select between a heating or a cooling operation;\nsaid selector switch controlling an opening and closing of\nsaid second and third flaps; and\nsaid power controller being configured to regulate power\nprovided to said selector switch.\n24. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 23, further comprising a thermostat\ncoupled to said power controller to sense a temperature of air\nin the\nvehicle\n.\n25. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 23, further comprising a clock/timer\ncoupled to said power controller to activate/deactivate the\npower controller at predetermined times.\n22\n26. A solar powered heating and cooling system for a\nvehicle\nas claimed in claim 23, wherein said power controller is\nconfigured to select power from one of said\nbattery\nand said\nsolar power cells and both based on current needed by said fan\nand said heater during heating or cooling as selected by said\nselector switch and wherein said power controller is configured\nto prevent deep discharge of said\nbattery\n.\n23 | 10/309,214 | United States of America | 2002-12-04 | L'invention concerne un système de chauffage et de ventilation fonctionnant à l'énergie solaire et destiné à maintenir la température d'un véhicule inoccupé à un niveau confortable par rapport à la température extérieure, au moyen de chauffage et de refroidissement, en fonction des besoins. Le système emploie une conduite d'air présentant un ventilateur, des éléments chauffants, des évents, des volets, un commutateur de sélection, un circuit de commande d'énergie, un thermostat et un minuteur/programmateur. Le système emploie également des sources d'énergie à panneau solaire électronique et à batterie. Le thermostat capte la température de l'air et amène le circuit de commande d'énergie à réguler la température. Le minuteur/programmateur peut être réglé manuellement pour activer et/ou désactiver le circuit de commande d'énergie à des moments prédéterminés. Le système fournit de l'énergie au ventilateur et aux éléments chauffants via un commutateur de sélection et des circuits de commande d'énergie. Le circuit de commande d'énergie est raccordé à la batterie du véhicule et aux cellules solaires électroniques. La conduite est située sur le plafond intérieur du véhicule et présente au moins trois évents. | True |
| 367 | Patent 2711393 Summary - Canadian Patents Database | CA 2711393 | NaN | HYBRIDVEHICLE | VEHICULE HYBRIDE | NaN | KUBOTA, SHINYA, TAKEDOMI, HARUMI, KUMAKURA, KAZUYUKI, GOTO, MITSUSHIGE | 2013-01-15 | 2009-01-23 | GOUDREAU GAGE DUBUC | English | HONDA MOTOR CO., LTD. | CLAIMS\n1. A hybrid\nvehicle\nin which a case for housing an\nelectrical\ncomponent\nincluding at least a\nbattery\nmodule is disposed underneath a floor of a\nluggage\ncompartment interposed between left and right rear side frames immediately to\nthe\nrear of a fuel tank disposed beneath a floor panel, and a canister is disposed\non one\nside of left and right sides of the case;\nthe canister being disposed further inside than the outer end of the rear side\nframe in the left-and-right direction and further forward than the rear end of\nthe case.\n2. The hybrid\nvehicle\naccording to claim 1, comprising an air filter for\nfiltering air that is to be introduced into the canister, the air filter being\nprovided to the\nrear of the canister, and the air filter being disposed outside a rearward\nprojection\nrange of the canister.\n3. The hybrid\nvehicle\naccording to claim 2, wherein the rear end of the air\nfilter (49) is disposed further rearward than the rear end of the case.\n4. The hybrid\nvehicle\naccording to any one of claims 1 to 3, comprising a\nsilencer on the other side in the left-and-right direction of the case, the\nrear end of the\nsilencer being disposed further rearward than the rear end of the case.\n5. The hybrid\nvehicle\naccording to any one of claims 1 to 3, comprising a\nsilencer to the rear of the case, the silencer being disposed within the\nrearward\nprojection range of the case.\n6. The hybrid\nvehicle\naccording to any one of claims 1 to 5, wherein the\nelectrical\ncomponent includes the\nbattery\nmodule disposed in a lower part of\nthe case\nand an inverter disposed in an upper part of the case, and an intermediate\nduct for\nguiding cooling air from the\nbattery\nmodule to the inverter is disposed in a\nrear part of\nthe case.\n7. The hybrid\nvehicle\naccording to claim 6, wherein the rear end of the\ncanister is disposed further forward than the front end of the intermediate\nduct.\n8. The hybrid\nvehicle\naccording to any one of claims 1 to 7, wherein the\ncase is hangingly supported on the left and right rear side frames via a\nhanger frame,\n18\nand the\nelectrical\ncomponent and the canister are disposed further forward\nthan the\nrear end of the hanger frame.\n9. The hybrid\nvehicle\naccording to any one of claims 1 to 8, comprising a\nreinforcing frame having opposite left and right ends connected to the left\nand right\nrear side frames, the reinforcing frame being disposed between the fuel tank\nand the\ncase.\n10. The hybrid\nvehicle\naccording to any one of claims 1 to 9, wherein an\nitem-housing container is provided to the rear of the case.\n11. The hybrid\nvehicle\naccording to any one of claims 1 to 10, wherein a\nspare tire is disposed above the case, a lower face of the spare tire being at\na\nposition equal to or higher than an upper face of the fuel tank, and the rear\nend of the\nspare tire being positioned further rearward than the rear end of the case.\n12. The hybrid\nvehicle\naccording to claim 11, wherein a bracket is\nprovided on an upper face of the case, the bracket being separated therefrom\nby an\nimpact, and the spare tire being supported by the bracket.\n13. The hybrid\nvehicle\naccording to anyone of claims 11 and 12,\ncomprising a rear seat disposed above the fuel tank so as to sandwich the\nfloor panel\ntherebetween, an intake duct for introducing cooling air into the case, and an\nexhaust\nduct for discharging cooling air from the case, connecting parts of the intake\nduct and\nthe exhaust duct connected to the case being disposed between a front part of\nthe\nspare tire and a seat cushion of the rear seat.\n14. The hybrid\nvehicle\naccording to claim 13, wherein a cross member\nproviding a connection between the left and right rear side frames is disposed\nbetween the seat cushion of the rear seat and the connecting parts of the\nintake duct\nand the exhaust duct connected to the case.\n15. A hybrid\nvehicle\nin which a case for housing an\nelectrical\ncomponent\nincluding at least a\nbattery\nmodule is disposed underneath a floor of a\nluggage\ncompartment interposed between left and right rear side frames immediately to\nthe\nrear of a fuel tank disposed beneath a floor panel, and a canister is disposed\non one\nof left and right sides of the case,\n19\nwherein the canister is disposed further inside than the outer end of the rear\nside frame in the left-and-right direction and further forward than the rear\nend of the\ncase, an air filter for filtering air that is to be introduced into the\ncanister being\ndisposed outside the rearward projection range of the canister,\nthe\nelectrical\ncomponent including the\nbattery\nmodule disposed in a lower part\nof the case and an inverter disposed in an upper part of the case, an\nintermediate\nduct for guiding cooling air from the\nbattery\nmodule to the inverter being\ndisposed in\na rear part of the case, and the rear end of the canister being disposed\nfurther\nforward than the front end of the intermediate duct.\n16. A hybrid\nvehicle\nin which a case for housing an\nelectrical\ncomponent\nincluding at least a\nbattery\nmodule is disposed underneath a floor of a\nluggage\ncompartment interposed between left and right rear side frames immediately to\nthe\nrear of a fuel tank disposed beneath a floor panel, and a canister is disposed\non one\nof left and right sides of the case,\nwherein the canister is disposed further inside than the outer end of the rear\nside frame in the left-and-right direction and further forward than the rear\nend of the\ncase,\na spare tire being disposed above the case, a lower face of the spare tire\nbeing at a position equal to or higher than an upper face of the fuel tank,\nand the rear\nend of the spare tire being positioned further rearward than the rear end of\nthe case,\nthe hybrid\nvehicle\nfurther comprising a rear seat disposed above the fuel tank\nso as to sandwich the floor panel therebetween, an intake duct for introducing\ncooling\nair into the case, and an exhaust duct for discharging cooling air from the\ncase,\nconnecting parts of the intake duct and the exhaust duct connected to the case\nbeing\ndisposed between a front part of the spare tire and a seat cushion of the rear\nseat,\nand a cross member providing a connection between the left and right rear side\nframes being disposed between the connecting parts and the seat cushion of the\nrear\nseat. | 2008-028097 | Japan | 2008-02-07 | La présente invention concerne un boîtier (14) destiné à contenir des composants électriques comportant au moins un module de batterie qui est monté à une position se situant directement derrière le réservoir de carburant (42), installé sous un panneau de plancher (41) d'un véhicule hybride, et sous le plancher d'un compartiment à marchandises en sandwich entre des châssis arrière de gauche et de droite (12), et un absorbeur de vapeurs de carburant (48) est monté soit sur la face gauche soit sur la face droite du boîtier (14). Étant donné que l'absorbeur de vapeurs de carburant (48) est monté à une position située vers l'intérieur par rapport aux bords extérieurs dans la direction gauche-droite des châssis arrière (12) et vers l'avant par rapport à l'extrémité arrière du boîtier (14), le compartiment à marchandises à l'arrière de la carrosserie du véhicule présente un volume suffisant, le boîtier (14) et l'absorbeur de vapeurs de carburant (48) sont protégés par les châssis arrière (12) contre un choc lors d'une collision latérale du véhicule, et le réservoir de carburant (42) et la cartouche (48) sont protégés par le boîtier (14) contre un choc lors d'une collision arrière du véhicule. | True |
| 368 | Patent 3097624 Summary - Canadian Patents Database | CA 3097624 | NaN | BATTERYSWAPPING STATION AND CONTROL METHOD THEREFOR | STATION DE PERMUTATION DE BATTERIE ET SON PROCEDE DE COMMANDE | NaN | ZHANG, JIANPING, HUANG, CHUNHUA, ZOU, RUI, WAN, LIBIN, ZHOU, JUNQIAO | NaN | 2018-11-30 | LAVERY, DE BILLY, LLP | English | SHANGHAI DIANBA NEW ENERGY TECHNOLOGY CO., LTD., AULTON NEW ENERGY AUTOMOTIVE TECHNOLOGY GROUP, SHANGHAI DIANBA NEW ENERGY TECHNOLOGY CO., LTD. | Claims\n1. A\nbattery\nswapping station, characterized in that the\nbattery\nswapping\nstation\ncomprising:\na first\nbattery\ncharging compartment and a second\nbattery\ncharging\ncompartment, both the\nfirst\nbattery\ncharging compartment and the second charging compartment being\nused to store\nbattery\nof a\nvehicle\nand charge the\nbattery\nof the\nvehicle\n;\na first\nbattery\nswapping platform, the first\nbattery\nswapping platform being\narranged\nbetween the first\nbattery\ncharging compartment and the second\nbattery\ncharging\ncompartment,\nand the first\nbattery\nswapping platform being used to swap the\nbattery\nof the\nvehicle\n;\na first shuttle and a second shuttle, the first shuttle travels between the\nfirst\nbattery\ncharging compartment and the first\nbattery\nswapping platform, the second\nshuttle travels\nbetween the second\nbattery\ncharging compartment and the first\nbattery\nswapping\nplatform, and\nthe first shuttle and the second shuttle are both used for executing the\noperations of\nbattery\nunmounting and\nbattery\nmounting for a\nvehicle\non the first\nbattery\nswapping\nplatform;\na control unit, the control unit being\nelectrically\nconnected to the first\nshuttle and to the\nsecond shuttle, used for controlling the first shuttle and the second shuttle\nto perform the\nfollowing operations: when operating a same\nvehicle\non the first\nbattery\nswapping platform, if\nthe first shuttle is executing either operation of\nbattery\nunmounting or\nbattery\nmounting, the\nsecond shuttle is executing the other operation of\nbattery\nunmounting or\nbattery\nmounting.\n2. The\nbattery\nswapping station according to claim 1, characterized in that\nthe\nbattery\nswapping station further comprises a second\nbattery\nswapping platform and a\nthird shuttle; the\nsecond\nbattery\nswapping platform is arranged at the opposite side of the first\nbattery\ncharging\ncompartment relative to the first\nbattery\nswapping platform; the third shuttle\ntravels between\nthe first\nbattery\ncharging compartment and the second\nbattery\nswapping\nplatform and is\nconnected to the control unit, and the third shuttle is used to execute\noperations of\nbattery\nunmounting and\nbattery\nmounting for a\nvehicle\non the second\nbattery\nswapping\nplatform.\n3. The\nbattery\nswapping station according to claim 2, characterized in that a\nfirst stacker\nand a second stacker are arranged respectively in the first\nbattery\ncharging\ncompartment and\nthe second\nbattery\ncharging compartment, wherein both of the first stacker and\nthe second\nstacker are\nelectrically\nconnected to the control unit;\na first front compartment and a first rear compar ____________________ tment\nwhich are mutually communicated\nare formed in the first\nbattery\ncharging compartment, the first stacker\ntravels between the first\nfront compartment and the first rear compartment, the first shuttle swaps\nbatteries\nwith the first\nstacker in the first front compartment, the first rear compartment is used to\nstore a first\nbattery\nrack, and the first stacker is used to pick and place\nbatteries\non the first\nbattery\nrack;\na second front compartment and a second rear _________________________\ncompartment which are mutually connected\nare formed in the second\nbattery\ncharging compartment, the second stacker\ntravels back and\nforth between the second front compartment and the second rear compartment,\nthe second\nshuttle swaps\nbatteries\nwith the second stacker in the second front\ncompartment, the second\nrear compartment is used to store a second\nbattery\nrack, and the second\nstacker is used to pick\nand place\nbatteries\non the second\nbattery\nrack.\n4. The\nbattery\nswapping station according to any of claims 1 to 3,\ncharacterized in that the\nfirst\nbattery\nswapping platform is respectively connected to an uphill ramp\nand to a downhill\nramp at upstream and downstream of a travelling direction of the\nvehicle\n.\n5. The\nbattery\nswapping station according to any of claims 1 to 4,\ncharacterized in that the\nbattery\nswapping station further comprises a first monitoring compartment;\nin the direction of a\nvehicle\ntravelling to the first\nbattery\nswapping\nplatform, the first\nmonitoring compartment is arranged at the upstream of the first\nbattery\ncharging compartment;\nand the control unit is arranged in the first monitoring compartment.\n6. The\nbattery\nswapping station according to any of claims 1 to 5,\ncharacterized in that the\nbattery\nswapping station further comprises a first monitoring compartment and\na second\nmonitoring compartment;\nthe control unit comprises a first monitoring device and a second monitoring\ndevice, the\nfirst monitoring device and the second monitoring device are respectively\narranged in the first\nmonitoring compartment and the second monitoring compartment;\nthe first monitoring device is used for controlling the first shuttle to\nalternately execute the\noperations of\nbattery\nunmounting and\nbattery\nmounting for the\nvehicle\nwhich on\nthe first\nbattery\nswapping platform;\nthe second monitoring device is used for controlling the second shuttle to\nalternately\nexecute the operations of\nbattery\nunmounting and\nbattery\nmounting for the\nvehicle\nwhich on\nthe first\nbattery\nswapping platform.\n7. The\nbattery\nswapping station according to any of claims 1 to 6,\ncharacterized in that the\nfirst shuttle comprises a chassis, a lifting frame and a jacking mechanism;\nthe jacking mechanism is connected to the chassis and the lifting frame and\nused to lift the\nlifting frame relative to the chassis; the jacking mechanism comprises a\nconnecting rod, a first\nend of the connecting rod connected to the lifting frame in a rotary way and a\nsecond end of the\nconnecting rod connected to the chassis in a rotary way;\nthe lifting frame is used for unmounting and mounting the\nbattery\nof the\nvehicle\n.\n8. The\nbattery\nswapping station according to claim 7, characterized in that\nthe connecting\nrod is a cam.\n9. A control method, as defined in any one of claims 1 to 8, and the control\nmethod\n16\nincludes the following steps:\nS1: when a\nvehicle\ndoes not travel into the first\nbattery\nswapping platform,\nthe control\nunit controls the first shuttle to pick up a fully-charged\nbattery\nfrom the\nfirst\nbattery\ncharging\ncompartment and stand by in the first\nbattery\ncharging compartment;\nS2: after the\nvehicle\ntravels into the first\nbattery\nswapping platform, the\ncontrol unit\ncontrols the second shuttle to travel to the first\nbattery\nswapping platform\nand unmount the\nbattery\nof the\nvehicle\n;\nS3: the control unit controls the first shuttle to mount the fully-charged\nbattery\non the\nvehicle\nwhich is on the first\nbattery\nswapping platform.\n10. The control method according to claim 9, characterized in that in the step\nS2, after the\nsecond shuttle unmounts the\nbattery\nof the\nvehicle\n, the control unit controls\nthe second shuttle\nto transfer the\nbattery\nof the\nvehicle\nto the second\nbattery\ncharging\ncompartment for charging\nand pick up a fully-charged\nbattery\nin the second\nbattery\ncharging compartment\nand stand by in\nthe second\nbattery\ncharging compartment;\nin the step S3, after the first shuttle mounts the fully-charged\nbattery\non\nthe\nvehicle\nwhich\nis on the first\nbattery\nswapping platform, the control unit controls the first\nshuttle to return to\nthe first\nbattery\ncharging compartment to stand by;\nthe control method further comprises following steps:\nS4: after a next\nvehicle\ntravels to the first\nbattery\nswapping platform, the\ncontrol unit\ncontrols the first shuttle to travel to the first\nbattery\nswapping platform\nand unmount the\nbattery\nof the\nvehicle\n, after the first shuttle unmounts the\nbattery\nof the\nvehicle\n,\nthe control unit\ncontrols the first shuttle to transfer the\nbattery\nof the\nvehicle\nto the first\nbattery\ncharging\ncompartment for charging and pick up the fully-charged\nbattery\nin the first\nbattery\ncharging\ncompartment and stand by in the first\nbattery\ncharging compartment;\nS5: the control unit controls the second shuttle to mount the fully-charged\nbattery\non the\nvehicle\nwhich is on the first\nbattery\nswapping platform; after the second\nshuttle mounts the\nfully-charged\nbattery\non the\nvehicle\n, the control unit controls the second\nshuttle to return the\nsecond\nbattery\ncharging compartment to stand by;\nS6: return to step S2.\n17 | 201711240305.X | China | 2017-11-30 | L'invention concerne une station de permutation de batterie et son procédé de commande. La station de permutation de batterie comprend : un premier compartiment de charge et un second compartiment de charge ; une première plateforme de permutation de batterie, la première plateforme de permutation de batterie étant agencée entre le premier compartiment de charge et le second compartiment de charge ; une première navette et une seconde navette, toutes deux se déplaçant respectivement en va-et-vient entre le premier compartiment de charge, le second compartiment de charge et la première plateforme de permutation de batterie ; et une unité de commande, l'unité de commande étant connectée électriquement à la première navette et à la seconde navette, utilisée pour commander la première navette et la seconde navette pour qu'elles effectuent l'opération suivante : lors du fonctionnement d'un même véhicule sur la première plate-forme de permutation de batterie, si la première navette exécute l'une ou l'autre opération de démontage de batterie ou de montage de batterie, la seconde navette exécute l'autre opération de démontage de batterie ou de montage de batterie. La station de permutation de batterie et son procédé de commande, au moyen d'opérations alternatives de la première navette et de la seconde navette, réduisent le temps d'attente pour des véhicules lors de la permutation de batteries, augmentant ainsi l'efficacité de permutation de batterie de la station de permutation de batterie. | True |
| 369 | Patent 2983998 Summary - Canadian Patents Database | CA 2983998 | NaN | AUXILIARYVEHICLELIGHTING CONTROL SYSTEM | SYSTEME DE COMMANDE D'ECLAIRAGE DE VEHICULE AUXILIAIRE | NaN | SINGH, IQBAL, CONNINGTON, CHRIS | 2020-06-30 | 2017-10-27 | PERLEY-ROBERTSON, HILL & MCDOUGALL LLP | English | HOPKINS MANUFACTURING CORPORATION | CLAIMS:\n1. An auxiliary\nvehicle\nlighting control system for use in a\nvehicle\nhaving\nan engine, an\nelectrical\nsystem, and at least one auxiliary\nvehicle\nfight, comprising;\na control hub connected to the\nvehicle\nelectrical\nsystem and to each of the at\nleast one\nauxiliary\nvehicle\nlight;\na system shut down function or program connected to said control hub and\nconfigured\nfor de-energizing said at least one auxiliary\nvehicle\nlight, said control hub\nconstructed\nand arranged so that upon illumination of the at least one auxiliary\nvehicle\nlight, and\nthe engine turned off,\nvehicle\nbattery\nvoltage is monitored, and upon said\nbattery\nvoltage reaching a destination target, said system shut down function or\nprogram is\nactivated to de-energize said at least one auxiliary\nvehicle\nlight;\na remote control unit arranged with a series of controls corresponding to at\nleast one\nof energization, de-energization, and dimming of at least one of said at least\none\nauxiliary\nvehicle\nlight;\na transceiver for wireless communication with the control hub; and\na timer for monitoring a duration of time between a present moment and a\nsecond\nmoment when a most recent wireless transmission was received from the remote\ncontrol unit at the control hub, said timer triggering the system shut down\nfunction or\nprogram when said duration of time reaches a timeout duration.\n2. The system of claim 1, wherein said shut down function or program is\nactivated upon\nsaid\nbattery\nvoltage reaching 9.8 Volts DC ~ 0.3 Volts DC.\n13\n3. The system of claim 1, wherein said control hub is constructed and\narranged so that\nupon said at least one auxiliary\nvehicle\nlight being deenergized, the\nvehicle\nengine must\nbe turned on for said system to be re-energized.\n4. The system of claim 3, wherein said at least one auxiliary\nvehicle\nlight\nis re-\nenergized only upon user activation.\n5. The system of claim 1, wherein the timeout duration is generally equal\nto about forty-\neight hours.\n6. The system of claim 1, wherein the remote control unit comprises a\nsoftware\napplication implemented on a smartphone and the transmitter/receiver or\ntransceiver\ncomprises a smartphone radio in communication with the control hub,\n7. The system of claim 6, wherein the timeout duration is adjustable,\nwherein:\nthe timeout duration is set to a desired value via the software application;\nthe desired\nvalue is transmitted to the control hub via the smartphone radio; and the\ncontrol hub\nsets the timeout duration to the desired value.\n8. The system of claim 6, wherein a smartphone alert is triggered audibly,\nvisibly, or via\ntactile annunciation on the smartphone for at least one selected from the\ngroup consisting\nof:\nan inadvertent auxiliary light circuit energization event;\n14\na\nvehicle\nelectrical\nsystem low voltage event; and\na communication connection or disconnection with the control hub,\n9. The system of claim 1, further comprising: a monitor which measures a\nvoltage level\nof the\nvehicle\nelectrical\nsystem.\n10. The system of claim 9, wherein the monitor triggers the system shut\ndown function or\nprogram if the voltage level reaches a low voltage level.\n11. The system of claim 9, wherein there is a delay period between\nvehicle\nengine\nignition and activation of the monitor.\n12. The system of claim 11, wherein the delay period is 8 seconds.\n13. The system of claim 1, wherein the control hub comprises:\nat least two terminal blocks for connection to the at least one auxiliary\nvehicle\nlight;\na number of fuses equal to the number of terminal blocks, each fuse\ncorresponding to\nexactly one terminal block and protecting the at least one auxiliary\nvehicle\nlight\nconnected to said one terminal block.\n14. The system of claim 13, wherein the number of terminal blocks is two.\n15. An auxiliary\nVehicle\nlighting control system for use in a\nvehicle\nhaving an\nengine, an\nelectrical\nsystem, and at least one auxiliary\nvehicle\nlight,\ncomprising:\na control hub connected to the\nelectrical\nsystem and to each of the at least\none\nauxiliary\nvehicle\nlight;\na system shut down function or program connected to said control hub and\nconfigured\nfor de-energizing said auxiliary\nvehicle\nlight, said control hub constructed\nand\narranged so that upon illumination of the at least one auxiliary\nvehicle\nlight, and the\nengine turned off,\nvehicle\nbattery\nvoltage is monitored, and upon said\nbattery\nvoltage\nreaching 9.8 Volts DC ~ 0.3 Volts DC, said system shut down function or\nprogram is\nactivated to de-energize said at least one auxiliary\nvehicle\nlight;\na remote control unit arranged with a series of controls corresponding to at\nleast one of\nenergization, de-energization, and dimming of at least one of said at least\none auxiliary\nvehicle\nlight, said remote control unit comprising a software application\nimplemented\non a smartphone;\na transceiver for wireless communication with the control hub, said\ntransceiver\ncomprising a smartphone radio in communication with the control hub; and\na timer for monitoring a duration of time between a present moment and a\nsecond\nmoment, when a most recent wireless transmission was received from the remote\ncontrol unit at the control hub, said timer triggering the system shut down\nfunction or\nprogram when said duration of time reaches an adjustable timeout duration,\nsaid\nadjustable timeout duration being set to a desired value via the software\napplication\nand transmitted to the control hub via the smartphone radio.\n16 | 62/413,799 | United States of America | 2016-10-27 | Il est décrit un système déclairage auxiliaire à utiliser dans un véhicule ayant un moteur et un système électrique. Le système comporte au moins un feu auxiliaire de véhicule, un centre de commande couplé au système électrique du véhicule et à chaque feu auxiliaire, et une fonction ou un programme de fermeture du système couplé au centre de commande et configuré pour mettre le système déclairage auxiliaire hors tension. Le centre de commande est construit et disposé de sorte que lorsque les feux auxiliaires du véhicule sont allumés et le moteur est éteint, la tension de batterie du véhicule est surveillée. Si la tension de batterie atteint le seuil de basse tension, la fonction ou le programme de fermeture du système est activé et met les feux auxiliaires hors tension. | True |
| 370 | Patent 3142965 Summary - Canadian Patents Database | CA 3142965 | NaN | VEHICLEPOWER SUPPLY SYSTEM,VEHICLECOMPRISING SUCH SYSTEM AND METHOD FOR RECHARGING AVEHICLEBATTERY | SYSTEME D'ALIMENTATION ELECTRIQUE DE VEHICULE, VEHICULE COMPRENANT UN TEL SYSTEME ET PROCEDE DE RECHARGE D'UNE BATTERIE DE VEHICULE | NaN | WESTERLIND, HANS, NIEMCZYK, ROBERT, ARTUR DU PLESSIS, GREGOIRE, BONNET, JEAN-DANIEL, POTTS, BART, SMITH, JOSHUA, DE BRITO, DAVID, VALERO, MAXIME | NaN | 2019-06-26 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | VOLVO TRUCK CORPORATION | 10\nCLAIMS\n1. A\nvehicle\npower supply system (100), comprising:\n- a\nvehicle\nbattery\n(111) with a charging voltage,\n- a DC-to-DC converter (130) comprising two first connection terminals\n(110)\nconnected to the\nvehicle\nbattery\n(111) and two second connection terminals\n(120)\nfor connecting an external charger to recharge the\nvehicle\nbattery\n(111) or\nfor\nconnecting an external\nbattery\nto be recharged,\nwherein, in a first mode in which an external charger is connected to the two\nsecond\nconnection terminals (120), the voltage V2 between the two second connection\nterminals (120) is an input voltage of the converter and the voltage V1\nbetween the\ntwo first connection terminals (110) is an output voltage of the converter,\nwherein, in a second mode in which an external\nbattery\nto be recharged is\nconnected\nto the two second connection terminals (120), the voltage V1 between the two\nfirst\nconnection terminals (110) is an input voltage of the converter and the\nvoltage V2\nbetween the two second connection terminals (120) is an output voltage of the\nconverter,\nwherein the system also includes means for determining at least the voltage V2\nbetween the two second connection terminals (120) and preferably also the\nvoltage\nV1 between the two first connection terminals (110), and\nwherein the DC-to-DC converter (130) is controlled so that the output voltage\nof the\nconverter is equal to the charging voltage of the\nvehicle\nbattery\n(111) in the\nfirst\nmode and to a charging voltage of the external\nbattery\nin the second mode.\n2. The\nvehicle\npower supply system (100) of claim 1, wherein the\nvehicle\nbattery\n(111)\nhas a nominal voltage (VN1) of 24V, and a charging voltage comprised between\n27\nV and 29 V, preferably 28V.\n3. The\nvehicle\npower supply system (100) of claim 1 or 2, further comprising\nan\nalternator (A1) and wherein, in the second mode, the input voltage of the\nconverter\nis equal to the voltage of the alternator (A1).\n4. The\nvehicle\npower supply system (100) according to previous claim, wherein\nthe\nvehicle\nbattery\n(111), the DC-to-DC converter (130) and the alternator (A1)\nare\nconnected in parallel.\n11\n5. The\nvehicle\npower supply system (100) of anyone of the previous claims,\nwherein\nthe\nvehicle\nbattery\n(111) is a\nbattery\npack including two\nbatteries\nconnected\nin\nseries, each of the two\nbatteries\nhaving a nominal voltage of 12 V.\n6. The\nvehicle\npower supply system (100) of anyone of the previous claims,\nwherein,\nin the second mode, the output voltage is either comprised between 13 V and 15\nV,\npreferably equal to 14V, or comprised between 27 V and 29 V, preferably equal\nto\n28V.\n7. The\nvehicle\npower supply system (100) according to any previous claim,\nwherein\nthe two second connection terminals (120) are designed for being connected to\nalligator clips.\n8. The\nvehicle\npower supply system (100) according to any previous claim,\nwherein it\nfurther includes a controller (150) for controlling the ratio of conversion of\nthe DC-\nto-DC converter (130), depending on the input voltage of the converter.\n9. The\nvehicle\npower supply system (100) according to previous claim, wherein\nthe\nratio of conversion of the DC-to-DC converter (130) is selected between 1:1,\n1:2\nand 2:1.\n10. The\nvehicle\npower supply system (100) according to any previous claim,\nwherein\nthe two first connection terminals (110), as well as the two second connection\nterminals (120), include a phase terminal and a neutral terminal.\n11. A\nvehicle\n(1), in particular a heavy-duty\nvehicle\nsuch as a truck or a\nbus, comprising\na power supply system (100) according to anyone of the previous claims.\n12. The\nvehicle\n(1) according to previous claim, including\nelectrical\nloads\n(L1) that are\nconnected to the power supply system (100).\n13. Method (2) for recharging a\nvehicle\nbattery\n, comprising steps consisting\nin:\na) providing (9) a\nvehicle\naccording to preceding claim,\nb) connecting (10) the two second connection terminals (120) of the\nvehicle\npower\nsupply system (100) to an external charger in order to recharge the\nvehicle\nbattery\n(111) or to an external\nbattery\nwhich needs to be recharged,\nc) using (11) a DC-to-DC converter (130),\n12\nd) determining (12) the voltage between the two second connection terminals\n(120),\ne) controlling (13) the DC-to-DC converter (130) so that the output voltage of\nthe\nconverter is equal to the charging voltage of the\nvehicle\nbattery\n(111) in the\nfirst\nmode and to a charging voltage of the external\nbattery\nin the second mode.\n14. Method (2) according to previous claim, wherein, in the second mode, the\nmethod\n(2) includes an additional step consisting in delivering a certain power (CP)\nto the\nexternal\nbattery\nduring a period of time (T2) and comparing (320) the voltage\nof said\nexternal\nbattery\nwith a threshold value (U6) at the end of the period of time\n(T2), in\norder to determine whether the external\nbattery\nis a\nbattery\nhaving a nominal\nvoltage\n(VN) of 12 V or 24 V.\n15. Method (2) according to claim 13 or 14, including further steps (21, 321,\n30, 320) for\nautomatically determining, when an external apparatus is connected to the two\nsecond connection terminals (120), whether the external apparatus is an\nexternal\ncharger configured to recharge the\nvehicle\nbattery\n(111) or an external\nbattery\nto be\nrecharged.\n16. Method (2) according to claim 15, wherein the external apparatus is\ndetermined (21)\nas being an external charger if the voltage between the two second connection\nterminals (120) is lower than a first threshold (U1), for example of 32V, and\ngreater\nthan a second threshold (U2), for example of 26V.\n17. Method (2) according to anyone of claims 15 and 16, wherein the method\ncomprises\nan additional step in which the power supply system (100) draws (31)\nelectrical\npower from the external apparatus during a certain period of time (T1) and\nwherein\nthe external apparatus is determined (311) as being an external charger if the\nvoltage between the two second connection terminals (120) is above a certain\nvoltage (U5), for example of 14V, after said period of time (T1) has elapsed. | NaN | NaN | NaN | L'invention concerne un système d'alimentation électrique de véhicule (100), comprenant : - une batterie de véhicule (111) avec une tension de charge, - un convertisseur continu-continu (130) comprenant deux premières bornes de connexion (110) reliées à la batterie de véhicule (111) et deux secondes bornes de connexion (120) pour connecter un chargeur externe pour recharger la batterie de véhicule (111) ou pour connecter une batterie externe à recharger, dans un premier mode dans lequel un chargeur externe est connecté aux deux secondes bornes de connexion (120), la tension V2 entre les deux secondes bornes de connexion (120) étant une tension d'entrée du convertisseur et la tension V1 entre les deux premières bornes de connexion (110) étant une tension de sortie du convertisseur, dans un second mode dans lequel une batterie externe à recharger est connectée aux deux secondes bornes de connexion (120), la tension V1 entre les deux premières bornes de connexion (110) étant une tension d'entrée du convertisseur et la tension V2 entre les deux secondes bornes de connexion (120) étant une tension de sortie du convertisseur, le système comprenant également des moyens pour déterminer au moins la tension V2 entre les deux secondes bornes de connexion (120) et de préférence également la tension V1 entre les deux premières bornes de connexion (110) et le convertisseur continu-continu (130) étant commandé de telle sorte que la tension de sortie du convertisseur soit égale à la tension de charge de la batterie de véhicule (111) dans le premier mode et à une tension de charge de la batterie externe dans le second mode. | True |
| 371 | Patent 2894233 Summary - Canadian Patents Database | CA 2894233 | NaN | BATTERYWITH IMPROVED CYCLE CHARACTERISTICS,BATTERYPACK, ELECTRONIC APPARATUS,ELECTRICALLYDRIVENVEHICLE,ELECTRICALSTORAGE DEVICE, AND POWER SYSTEM | BATTERIE AYANT DES CARACTERISTIQUES DE CYCLE AMELIOREES, BLOC-BATTERIE, APPAREIL ELECTRONIQUE, VEHICULE ENTRAINE ELECTRIQUEMENT, DISPOSITIF DE STOCKAGE D'ELECTRICITE ET SYSTEME D'ALIMENTATION | NaN | ABE, TOMOHIRO, TAKAGI, KENTARO | 2020-03-24 | 2014-08-21 | GOWLING WLG (CANADA) LLP | English | MURATA MANUFACTURING CO., LTD. | - 117 -\nCLAIMS\n1. A\nbattery\n, comprising:\na positive electrode that includes a positive electrode\ncurrent collector, and a positive electrode active material\nlayer which includes a positive electrode active material\nand is provided on both aurfaces of the positive electrode\ncurrent collector;\na negative electrode;\na separator that includes at least a porous film; and\nan electrolyte,\nwherein the positive electrode active material includes\na positive electrode material including a lithium cobalt\ncomposite oxide which has a layered structure and includes\nat least lithium and cobalt,\nan area density S in mg/cm2 of the positive electrode\nactive material layer is 27 mg/cm2 or greater, and\nthe porous film satisfies the following expressions:\n0.04<=Ri<=.-0.07L-0.09xS+4.99,\nRi=.tau.2L/.epsilon.',\n.epsilon.' =[{(Lx.epsilon./100)-Rzx0.46/3}/L]x100, and\n.tau.={(1.216x.epsilon.'Tdx10-4)/L}0.5,\nwherein Ri is a film resistance in µm, L is a film\nthickness in µm, .tau. is a tortuosity factor, T is air\npermeability in sec/100 cc, d is a pore size in nm, Rz is a\n- 118 -\nsurface roughness maximum height and is a sum of values of a\nfront surface and a rear surface in µm, .epsilon. is porosity in %,\n.epsilon.' is corrected porosity in %, and S is the area density of\nthe positive electrode active material layer in mg/cm2.\n2. The\nbattery\naccording to Claim 1,\nwherein the electrolyte includes an electrolyte\nsolution and a polymer compound, and the electrolyte is a\ngel-type electrolyte in which the electrolyte solution is\nretained by the polymer compound.\n3. The\nbattery\naccording to Claim 2,\nwherein the electrolyte further includes particles.\n4. The\nbattery\naccording to Claim 1,\nwherein the area density S in mg/cm2 of the positive\nelectrode active material layer is 51 mg/cm2 or less.\n5. The\nbattery\naccording to Claim 1,\nwherein a thickness of the separator is 3 µm to 17 µm.\n6. The\nbattery\naccording to Claim 1,\nwherein the positive electrode material is a coating\nparticle that further includes a coating layer provided at\nleast on a part of a surface of a particle of the lithium\n- 119 -\ncobalt composite oxide.\n7. The\nbattery\naccording to Claim 1,\nwherein the lithium cobalt composite oxide is at least\none kind of a lithium cobalt composite oxide expressed by:\nLip CO (1-q)M1q O (2-y) X z\nwherein M1 represents at least one kind excluding\ncobalt, Co, among elements selected from Group 2 to Group\n15, and X represents at least one kind excluding oxygen, O,\namong elements in Group 16 and elements in Group 17, and\nwherein p, q, y, and z are values in ranges of 0.9<=p<=1.1,\n0<=q<0.5, -0.10<=y<=0.20, and 0<=z<=0.1.\n8. The\nbattery\naccording to Claim 1,\nwherein the separator further includes a surface layer\nwhich is provided at least on one main surface of the porous\nfilm and which includes particles and a resin.\n9. The\nbattery\naccording to Claim 1,\nwherein the porous film is a polyolefin resin film.\n10. The\nbattery\naccording to Claim 1,\nwherein the thickness of the separator is -\n0.0873S2+6.9788S-122.66 µm or less.\n-120-\n11. The\nbattery\naccording to Claim 1,\nwherein the positive electrode, the negative electrode,\nthe separator, and the electrolyte are accommodated in a\nfilm-shaped exterior packaging member.\n12. The\nbattery\naccording to Claim 1,\nwherein an open-circuit voltage in a fully charged\nstate per a pair of the positive electrode and the negative\nelectrode is 4.25 V or higher.\n13. A\nbattery\npack, comprising:\nthe\nbattery\naccording to Claim 1;\na control unit that controls the\nbattery\n; and\nan exterior packaging member in which the\nbattery\nis\naccommodated.\n14. An electronic apparatus, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein\nelectric\npower is supplied from the\nbattery\n.\n15. An\nelectrically\ndriven\nvehicle\n, comprising:\nthe\nbattery\naccording to Claim 1;\na converting device to which\nelectric\npower is supplied\nfrom the\nbattery\n, and which converts the\nelectric\npower to a\ndriving force of the\nvehicle\n; and\n- 121 -\na control device that performs information processing\nrelating to\nvehicle\ncontrol on the basis of information\nrelating to the\nbattery\n.\n16. An\nelectrical\nstorage device, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein the\nelectrical\nstorage device supplies\nelectric\npower to an electronic apparatus that is connected to the\nbattery\n.\n17. The\nelectrical\nstorage device according to Claim 16,\nfurther comprising:\na power information control device that transmits and\nreceives a signal to and from other apparatuses through a\nnetwork,\nwherein charging and discharging control of the\nbattery\nis performed on the basis of information that is received by\nthe power information control device.\n18. A power system,\nwherein\nelectric\npower is supplied from the\nbattery\naccording to Claim 1, or\nelectric\npower is supplied to the\nbattery\nfrom a power generating device or a power network. | 2013-215006 | Japan | 2013-10-15 | L'objectif de la présente invention est de proposer une batterie capable de minimiser une quelconque chute de capacité entraînée par une charge et une décharge répétées, et un bloc batterie, un dispositif électronique, un véhicule électrique, un dispositif de stockage électrique, et un système électrique associés. La présente invention est une batterie dans laquelle la densité de surface (mg/cm2) d'une couche de matériau actif d'électrode positive est 27 mg/cm2 ou plus, et le film poreux inclus dans un séparateur possède une configuration qui satisfait aux formules suivantes : 0,04=Ri=?0,07L?0,09×S+4,99 ; Ri=t2L/?' ; ?'=[{(L×?/100?Rz×0,46/3}/L)]×100 ; t={(1,216×?'Td×10?4)/L}0,5 [Ri : résistance de film (µm), L : épaisseur de film (µm), t : tortuosité, T : perméabilité à l'air (sec/100 cc), d : diamètre des pores (nm), Rz : hauteur maximum de rugosité de surface (valeur totale pour surface avant et surface arrière) (µm), ? : porosité (%), ?' : porosité corrigée (%), S : densité de surface de matériau actif d'électrode positive (mg/cm2)] | True |
| 372 | Patent 2894233 Summary - Canadian Patents Database | CA 2894233 | NaN | BATTERYWITH IMPROVED CYCLE CHARACTERISTICS,BATTERYPACK, ELECTRONIC APPARATUS,ELECTRICALLYDRIVENVEHICLE,ELECTRICALSTORAGE DEVICE, AND POWER SYSTEM | BATTERIE AYANT DES CARACTERISTIQUES DE CYCLE AMELIOREES, BLOC-BATTERIE, APPAREIL ELECTRONIQUE, VEHICULE ENTRAINE ELECTRIQUEMENT, DISPOSITIF DE STOCKAGE D'ELECTRICITE ET SYSTEME D'ALIMENTATION | NaN | ABE, TOMOHIRO, TAKAGI, KENTARO | 2020-03-24 | 2014-08-21 | GOWLING WLG (CANADA) LLP | English | MURATA MANUFACTURING CO., LTD. | - 117 -\nCLAIMS\n1. A\nbattery\n, comprising:\na positive electrode that includes a positive electrode\ncurrent collector, and a positive electrode active material\nlayer which includes a positive electrode active material\nand is provided on both aurfaces of the positive electrode\ncurrent collector;\na negative electrode;\na separator that includes at least a porous film; and\nan electrolyte,\nwherein the positive electrode active material includes\na positive electrode material including a lithium cobalt\ncomposite oxide which has a layered structure and includes\nat least lithium and cobalt,\nan area density S in mg/cm2 of the positive electrode\nactive material layer is 27 mg/cm2 or greater, and\nthe porous film satisfies the following expressions:\n0.04<=Ri<=.-0.07L-0.09xS+4.99,\nRi=.tau.2L/.epsilon.',\n.epsilon.' =[{(Lx.epsilon./100)-Rzx0.46/3}/L]x100, and\n.tau.={(1.216x.epsilon.'Tdx10-4)/L}0.5,\nwherein Ri is a film resistance in µm, L is a film\nthickness in µm, .tau. is a tortuosity factor, T is air\npermeability in sec/100 cc, d is a pore size in nm, Rz is a\n- 118 -\nsurface roughness maximum height and is a sum of values of a\nfront surface and a rear surface in µm, .epsilon. is porosity in %,\n.epsilon.' is corrected porosity in %, and S is the area density of\nthe positive electrode active material layer in mg/cm2.\n2. The\nbattery\naccording to Claim 1,\nwherein the electrolyte includes an electrolyte\nsolution and a polymer compound, and the electrolyte is a\ngel-type electrolyte in which the electrolyte solution is\nretained by the polymer compound.\n3. The\nbattery\naccording to Claim 2,\nwherein the electrolyte further includes particles.\n4. The\nbattery\naccording to Claim 1,\nwherein the area density S in mg/cm2 of the positive\nelectrode active material layer is 51 mg/cm2 or less.\n5. The\nbattery\naccording to Claim 1,\nwherein a thickness of the separator is 3 µm to 17 µm.\n6. The\nbattery\naccording to Claim 1,\nwherein the positive electrode material is a coating\nparticle that further includes a coating layer provided at\nleast on a part of a surface of a particle of the lithium\n- 119 -\ncobalt composite oxide.\n7. The\nbattery\naccording to Claim 1,\nwherein the lithium cobalt composite oxide is at least\none kind of a lithium cobalt composite oxide expressed by:\nLip CO (1-q)M1q O (2-y) X z\nwherein M1 represents at least one kind excluding\ncobalt, Co, among elements selected from Group 2 to Group\n15, and X represents at least one kind excluding oxygen, O,\namong elements in Group 16 and elements in Group 17, and\nwherein p, q, y, and z are values in ranges of 0.9<=p<=1.1,\n0<=q<0.5, -0.10<=y<=0.20, and 0<=z<=0.1.\n8. The\nbattery\naccording to Claim 1,\nwherein the separator further includes a surface layer\nwhich is provided at least on one main surface of the porous\nfilm and which includes particles and a resin.\n9. The\nbattery\naccording to Claim 1,\nwherein the porous film is a polyolefin resin film.\n10. The\nbattery\naccording to Claim 1,\nwherein the thickness of the separator is -\n0.0873S2+6.9788S-122.66 µm or less.\n-120-\n11. The\nbattery\naccording to Claim 1,\nwherein the positive electrode, the negative electrode,\nthe separator, and the electrolyte are accommodated in a\nfilm-shaped exterior packaging member.\n12. The\nbattery\naccording to Claim 1,\nwherein an open-circuit voltage in a fully charged\nstate per a pair of the positive electrode and the negative\nelectrode is 4.25 V or higher.\n13. A\nbattery\npack, comprising:\nthe\nbattery\naccording to Claim 1;\na control unit that controls the\nbattery\n; and\nan exterior packaging member in which the\nbattery\nis\naccommodated.\n14. An electronic apparatus, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein\nelectric\npower is supplied from the\nbattery\n.\n15. An\nelectrically\ndriven\nvehicle\n, comprising:\nthe\nbattery\naccording to Claim 1;\na converting device to which\nelectric\npower is supplied\nfrom the\nbattery\n, and which converts the\nelectric\npower to a\ndriving force of the\nvehicle\n; and\n- 121 -\na control device that performs information processing\nrelating to\nvehicle\ncontrol on the basis of information\nrelating to the\nbattery\n.\n16. An\nelectrical\nstorage device, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein the\nelectrical\nstorage device supplies\nelectric\npower to an electronic apparatus that is connected to the\nbattery\n.\n17. The\nelectrical\nstorage device according to Claim 16,\nfurther comprising:\na power information control device that transmits and\nreceives a signal to and from other apparatuses through a\nnetwork,\nwherein charging and discharging control of the\nbattery\nis performed on the basis of information that is received by\nthe power information control device.\n18. A power system,\nwherein\nelectric\npower is supplied from the\nbattery\naccording to Claim 1, or\nelectric\npower is supplied to the\nbattery\nfrom a power generating device or a power network. | 2013-215006 | Japan | 2013-10-15 | L'objectif de la présente invention est de proposer une batterie capable de minimiser une quelconque chute de capacité entraînée par une charge et une décharge répétées, et un bloc batterie, un dispositif électronique, un véhicule électrique, un dispositif de stockage électrique, et un système électrique associés. La présente invention est une batterie dans laquelle la densité de surface (mg/cm2) d'une couche de matériau actif d'électrode positive est 27 mg/cm2 ou plus, et le film poreux inclus dans un séparateur possède une configuration qui satisfait aux formules suivantes : 0,04=Ri=?0,07L?0,09×S+4,99 ; Ri=t2L/?' ; ?'=[{(L×?/100?Rz×0,46/3}/L)]×100 ; t={(1,216×?'Td×10?4)/L}0,5 [Ri : résistance de film (µm), L : épaisseur de film (µm), t : tortuosité, T : perméabilité à l'air (sec/100 cc), d : diamètre des pores (nm), Rz : hauteur maximum de rugosité de surface (valeur totale pour surface avant et surface arrière) (µm), ? : porosité (%), ?' : porosité corrigée (%), S : densité de surface de matériau actif d'électrode positive (mg/cm2)] | True |
| 373 | Patent 2779502 Summary - Canadian Patents Database | CA 2779502 | NaN | AIRCRAFT POWER MANAGEMENT | GESTION DE PUISSANCE D'AERONEF | NaN | MATUSZESKI, THADDEUS BENJAMIN, KOCH, ROLLAND MITCHELL, BERMAN, SCOTT GARRET, ABDULRAHIM, MUJAHID | NaN | 2010-09-20 | SMART & BIGGAR | English | AEROVIRONMENT, INC. | 29\nWHAT IS CLAIMED IS:\n1. An\nelectric\npower management system for a\nvehicle\n, the\nelectric\npower\nmanagement system comprising:\na power plant configured to generate\nelectrical\npower and to supply a voltage\nto a power bus;\na\nbattery\ninterconnected with the power bus, the\nbattery\nconfigured to be\ncharged from current generated by the power plant and supplied from the power\nplant to the\nbattery\nvia the power bus;\na propeller drive unit interconnected with the power bus, and drawing power\nfrom the power plant via the power bus to cause movement of the\nvehicle\n; and\na controller configured to direct the power management system in a plurality\nof distinct modes of operation, each distinct mode of operation controlling\nthe\npropeller drive unit in a different manner,\nwhere a first distinct mode of operation is a slow throttle mode and a second\ndistinct mode of operation is a fast throttle mode;\nwhere in the slow throttle mode, the flow of power is substantially only from\nthe power plant and into the propeller drive unit and the\nbattery\n; and\nwhere in the fast throttle mode, the flow of power is from the\nbattery\nand the\npower plant into the propeller drive unit, and an increase in propeller drive\nunit\nspeed that is requested is initially powered generally entirely by the\nbattery\n, such\nthat in the fast throttle mode, the propeller drive unit speed is not limited\nby a\npresent level of power being generated by the power plant.\n30\n2. The power management system of claim 1, where in the slow throttle mode,\na level of the bus voltage is maintained by the power plant and the bus\nvoltage is\nhigh enough such that the flow of power is from the power plant and the\npropeller\ndrive unit and into the\nbattery\n, such that a propeller rotated by a motor of\nthe\npropeller drive unit is driven by power generated primarily by the power plant\nwhile\nthe\nbattery\nis maintained in a state of trickle charge.\n3. The power management system of claim 2, where in the fast throttle mode,\nthe controller directs (1) the propeller drive unit to rapidly increase a\npropeller speed\nsuch that the propeller drive unit draws more power than currently being\nprovided\nby the power plant to the propeller drive unit via the bus, resulting in the\npropeller\ndrive unit drawing the additional power necessary to rapidly increase\npropeller speed\nfrom the\nbattery\n, and (2) the power plant to generate more power commensurate\nwith the propeller speed requested such that as the power plant gradually\ngenerates\nmore power, the bus voltage returns to a state in which the bus voltage is\nbeing\ndetermined by the power plant and the flow of power is once again from the\npower\nplant and into the propeller drive unit and the\nbattery\n.\n4. The power management system of claim 1, where the propeller drive unit\ncomprises a propeller and uses the power drawn from the power plant and the\nbattery\nvia the bus to rotate the propeller, and the propeller drive unit is\nconfigured\nto supply power to the\nbattery\nvia the bus by wind-milling the propeller in a\nregeneration mode of operation.\n31\n5. The power management system of claim 1, where the power plant includes\nan internal combustion motor configured to use liquid hydrogen as a fuel.\n6. The power management system of claim 1, where the\nvehicle\nis a remote\ncontrolled, unmanned aircraft, and where an avionics unit and a guidance\nnavigation\nand control unit are interconnected to the power bus.\n7. The power management system of claim 1, where the controller is\nconfigured to maintain bus voltage within a range defined by a maximum and\nminimum voltage while bus current remains approximately at a set point.\n8. An\nelectric\npower management system for a\nvehicle\n, the\nelectric\npower\nmanagement system comprising:\na power plant configured to generate\nelectric\npower and to supply a voltage\nto a power bus;\na\nbattery\ninterconnected with the power plant via the power bus, the\nbattery\nbeing configured to either discharge current to the power bus or draw current\nfrom\nthe power bus to charge itself depending upon a level of a bus voltage\nassociated\nwith the power bus;\na propeller drive unit interconnected with both the power plant and the\nbattery\nvia the power bus, the propeller drive unit configured to draw power\nfrom\nthe power plant and\nbattery\nvia the power bus; and\na controller configured to direct the\nelectric\npower management system in a\nplurality of distinct modes of operation, each distinct mode of operation\npowering\nthe propeller drive unit in a different manner,\n32\nwhere a first distinct mode of operation is a slow control mode and a second\ndistinct mode of operation is a fast control mode;\nwhere in the slow control mode, the controller directs that changes in the\nspeed of the propeller drive unit track changes in the power being generated\nby the\npower plant by directing the propeller drive unit to use only approximately an\namount of power being provided to the propeller drive unit from the power\nplant via\nthe power bus;\nwhere in the fast control mode, the controller directs that the propeller\ndrive\nunit quickly respond to an increase in speed requested of the propeller drive\nunit by\ndrawing the additional power necessary from the\nbattery\nto attain the\nrequested\nspeed and in excess of the power being provided to the propeller drive unit by\nthe\npower plant from the\nbattery\nvia the power bus such that the speed of the\npropeller\ndrive unit is not limited by a level of power being generated by the power\nplant.\n9. The power management system of claim 8, where in the slow control mode,\nthe bus voltage is maintained such that the power plant supplies power to the\npropeller drive unit, and an amount of power available to the propeller drive\nunit via\nthe bus is added slowly as an internal combustion motor of the power plant\ncomes\nup to speed commensurate with a small change in requested propeller speed, and\nno\npower is added to the bus from the\nbattery\n.\n10. The power management system of claim 9, where in the fast throttle mode of\noperation, the propeller drive unit draws more power than being provided by\nthe\npower plant and the requested increase in power necessary to bring the\npropeller\ndrive unit up to a large change in requested propeller speed as quickly as\npossible is\n33\ntaken from the\nbattery\n, the large change in requested propeller speed\nassociated with\nthe fast control mode is larger than the small change in requested propeller\nspeed\nassociated with the slow control mode such that, in the slow control mode, the\nbus\nvoltage is maintained by the power plant and in the fast control mode, the bus\nvoltage is maintained by the\nbattery\n.\n11. The power management system of claim 8, where the propeller drive unit\nuses the power drawn from the bus to rotate a propeller, and the speed of the\npropeller drive unit corresponds to propeller speed.\n12. The power management system of claim 11, where the power plant includes\nan internal combustion motor that uses liquid hydrogen as a fuel, and the\npropeller\ndrive unit is configured to supply power to the\nbattery\nvia the bus by wind-\nmilling\nthe propeller in a regeneration mode.\n13. The power management system of claim 8, where the controller switches\nfrom slow throttle mode to fast throttle mode based upon user selection of a\nfast\nthrottle mode setting or upon identifying a change in requested propeller\ndrive unit\nspeed that is greater than or approximately equal to a predetermined\nthreshold.\n14. A method of\nelectric\npower management, the method comprising:\ngenerating\nelectric\npower from a power plant located on a\nvehicle\n, the power\nplant being interconnected with a bus;\npowering a propeller drive unit of a\nvehicle\nin a slow throttle mode of\noperation from a voltage placed onto the bus by the power plant, the propeller\ndrive\n34\nunit configured to drive a propeller using power from the power plant in the\nslow\nthrottle mode; and\nswitching to a fast throttle mode of operation in which the propeller drive\nunit immediately draws additional power necessary from the\nbattery\nto increase\npropeller speed by an amount requested and in excess of the power being\nprovided\nto the propeller drive unit by the power plant via the bus.\n15. The method of power management of claim 14, the method comprising:\nreceiving a throttle request requesting a change in propeller speed of the\npropeller driven by the propeller drive unit;\nidentifying if the change in propeller speed requested is above a\npredetermined threshold;\nswitching to the fast throttle mode of operation if it is determined that the\nchange in propeller speed requested is approximately equal to or greater than\nthe\npredetermined threshold; and\nafter switching to the fast throttle mode of operation, directing the power\nplant to adjust power being generated to be commensurate with the propeller\nspeed\nbeing requested and any other loads being powered by the power plant via the\nbus.\n16. The method of power management of claim 14, the method comprising\nswitching to the fast throttle mode of operation by user selection of a fast\nthrottle\nmode setting.\n17. The method of power management of claim 14, the method comprising\nwind-milling the propeller of the propeller drive unit in a regeneration\ncontrol mode\n35\nsuch that power is generated from the propeller drive unit and placed onto the\nbus,\nthereby charging the\nbattery\n.\n18. The method of power management of claim 14, where the power plant\ngenerates power from liquid hydrogen and the\nvehicle\nis an unmanned aircraft\nand\noperated via remote control.\n19. The method of power management of claim 14, where in the fast throttle\nmode, (1) bus voltage varies about a set point; and (2) upper and lower\nvoltage\nlimits set\nbattery\ncharge and discharge rates.\n20. The method of power management of claim 14, where in the slow throttle\nmode, (1) bus voltage is allowed to change in smaller increments about a set\npoint\nthan in the fast throttle mode, and (2) a control limiting curve includes a\nportion\nhaving a constant voltage gain. | 12/565,426 | United States of America | 2009-09-23 | La présente invention se rapporte à un système de gestion de l'énergie électrique d'un véhicule. Ledit système peut interconnecter une installation motrice, une unité d'entraînement d'hélice et une batterie par l'intermédiaire d'un bus. Un dispositif de commande peut diriger le fonctionnement de l'installation motrice et de l'unité d'entraînement d'hélice. En mode de commande lent, l'unité d'entraînement d'hélice peut réagir lentement à de petites demandes de changement d'ouverture d'un papillon des gaz. En mode de commande lent, l'unité d'entraînement d'hélice peut réguler complètement ou sensiblement la puissance provenant de l'installation motrice. Lors d'une demande d'ouverture d'un papillon des gaz visant à passer rapidement la vitesse de l'unité d'entraînement d'hélice à une vitesse supérieure à une quantité seuil, le dispositif de commande peut demander que l'unité d'entraînement d'hélice obtienne rapidement la vitesse exigée en extrayant la puissance nécessaire provenant de la batterie qui représente un surplus par rapport à celle qui est générée par l'installation motrice. Par la suite, le dispositif de commande peut demander que l'installation motrice augmente la génération de puissance pour maintenir l'unité d'entraînement d'hélice à la nouvelle vitesse et recharger ou entretenir la batterie. | True |
| 374 | Patent 3193496 Summary - Canadian Patents Database | CA 3193496 | NaN | BATTERYASSEMBLY STABILIZATION MECHANISM | MECANISME DE STABILISATION D'ENSEMBLE BATTERIE | NaN | HICKEY, KYLE, MEHTA, GAURAV, DICKSON, NICHOLAS | NaN | 2021-09-27 | GOWLING WLG (CANADA) LLP | English | ARTISAN VEHICLE SYSTEMS INC. | WO 2022/067161\nPCT/US2021/052156\nCLAIMS:\n1. A stabilization system for a\nbattery\nassembly, the stabilization system\ncomprising:\na housing including a forward portion, a rearward portion, a first side\nportion, a second side portion, and a bottom region;\na first stabilizer disposed in the forward portion, the first stabilizer\nincluding\na first support post that extends distally outward from a first aperture\nformed in\nthe bottom region;\na first actuator disposed in the rearward portion, where the first actuator is\nmechanically connected to the first stabilizer; and\nwherein the first stabilizer is configured to retract the first support post\nin\nresponse to an actuation of the first actuator, thereby automatically\ntransitioning\nthe stabilization system from a deployed configuration to a retracted\nconfiguration.\n2. The stabilization system of claim 1, wherein the housing further\nincludes\nan interior cavity configured to receive one or more\nbattery\npacks.\n3. The stabilization system of claims 1 or 2, further comprising:\na second stabilizer disposed in the forward portion;\na second actuator disposed in the rearward portion, where the second\nactuator is mechanically connected to the second stabilizer; and\nwherein the second stabilizer includes a second support post that, in the\ndeployed configuration, extends distally outward from a second aperture formed\nin the bottom region.\n28\nCA 03193496 2023- 3- 22\nWO 2022/067161\nPCT/US2021/052156\n4. The stabilization system of any of the preceding claims, wherein:\nthe bottom region includes a sloped exterior surface along the forward\nportion and a substantially flat exterior surface along the rearward portion;\nand\nthe first support post, when deployed, has a length that causes a\nsubstantial entirety of the first bottom surface region to remain in contact\nwith a\nground surface, thereby providing stability to the\nbattery\nassembly.\n5. The stabilization system of any of the preceding claims, wherein the\nfirst\nstabilizer further includes a hydraulic cylinder that, when extended, causes\ndeployment of the first support post;\nwherein the first support post extends outward in a diagonal direction\nrelative to a vertical axis when deployed; and\nwherein the first support post has a substantially cylindrical three-\ndimensional shape.\n6. The stabilization system of any of the preceding claims, wherein the\nfirst\nactuator further includes a top portion that protrudes outward from the\nhousing in\nthe deployed configuration; and\nwherein actuation of the first actuator involves a depression of the top\nportion until the top portion is disposed within the housing.\n7. The stabilization system of any of the preceding claims, wherein the top\nportion has a substantially cylindrical three-dimensional shape.\n8. The stabilization system of any of the preceding claims, wherein the top\nportion is received by a base receptacle of the actuator when the top portion\nis\ndepressed.\n29\nCA 03193496 2023- 3- 22\nWO 2022/067161\nPCT/US2021/052156\n9. The stabilization system of any of the preceding claims, wherein the\nfirst\nsupport post is disposed entirely within the housing when the stabilization\nsystem\nis in the retracted configuration.\n10. A stabilization system for an\nelectric\nvehicle\n, the stabilization\nsystem\ncomprising:\na\nbattery\nassembly including a housing, a first actuator, and a first\nstabilizer;\nan\nelectric\nvehicle\nincluding a lift mechanism, the lift mechanism\nconfigured to dock with the\nbattery\nassembly; and\nwherein the lift mechanism actuates the first actuator when the\nbattery\nassembly docks with the lift mechanism, thereby causing a first support post\nof\nthe first stabilizer to automatically transition from a deployed state to a\nretracted\nstate.\n11. The stabilization system of claim 10, wherein the lift mechanism\nfurther\nincludes a depressor, and the depressor is configured to contact an exposed\ntop\nportion of the first actuator when the lift mechanism docks with the\nbattery\nassembly; and\nwherein the first support post is disposed entirely within the housing when\nthe first actuator is actuated.\n12. The stabilization system of claims 10 or 11, wherein the\nbattery\nassembly\nfurther comprises a second actuator and a second stabilizer, and actuation of\nthe\nsecond actuator causes a second support post of the second stabilizer to\nretract\ninto the housing.\n13. The stabilization system of any of claims 10-12, wherein separation of\nthe\nbattery\nassembly from the lift mechanism automatically releases the first\nCA 03193496 2023- 3- 22\nWO 2022/067161\nPCT/US2021/052156\nactuator, causing the first support post of the first stabilizer to revert to\nthe\ndeployed state.\n14. The stabilization system of any of claims 1 0-1 3, wherein the\ndepressor\nincludes a base with a smooth lower surface that is substantially aligned with\na\nhorizontal plane, and the lower surface contacts the exposed top portion\nduring\ndocking; and\nwherein the depressor is disposed directly adjacent to an engagement\nassembly of the lift mechanism.\n15. The stabilization system of claims 10-14, wherein the\nbattery\nassembly\nincludes a sloped bottom surface, and the first support post extends outward\nfrom an opening in the sloped bottom surface in the deployed state, thereby\npreventing the\nbattery\nassembly from tipping.\n31\nCA 03193496 2023- 3- 22 | 17/033,975 | United States of America | 2020-09-28 | Un système de stabilisation mécanique pour un ensemble batterie est divulgué. Le système comprend un actionneur et un stabilisateur qui sont conçus pour fonctionner de concert. L'actionneur et le stabilisateur sont disposés dans un boîtier de l'ensemble batterie. Le système peut être mis en ?uvre par enfoncement de l'actionneur disposé dans le boîtier, ce qui amène le stabilisateur à rétracter un montant de support dans le boîtier. L'enfoncement peut se produire pendant une opération d'amarrage de l'ensemble batterie avec un mécanisme de levage pour un véhicule électrique. Lorsque l'actionneur est libéré, le montant de support revient automatiquement à son état déployé précédent. Le montant de support est conçu pour maintenir l'ensemble batterie dans une configuration stable lorsque l'ensemble batterie est séparé du véhicule électrique. | True |
| 375 | Patent 2898507 Summary - Canadian Patents Database | CA 2898507 | NaN | SYSTEM AND METHOD FOR BALANCING STATES OF CHARGE OF ENERGY STORAGE MODULES IN HYBRIDVEHICLES | SYSTEME ET PROCEDE PERMETTANT D'EQUILIBRER LES ETATS DE CHARGE DE MODULES DE STOCKAGE D'ENERGIE DANS DES VEHICULES HYBRIDES | NaN | PRUITT, PERRY, BIEHL, KURT, LANGFORD, JUSTIN, KELLERMAN, JONATHAN | 2021-03-16 | 2014-03-06 | SMART & BIGGAR LP | English | ALLISON TRANSMISSION, INC. | 12\nCLAIMS:\n1. A method of balancing the state of charge of a plurality of energy\nstorage modules in a\nhybrid\nvehicle\nusing a controller, comprising:\nusing a controller to determine the states of charge of individual energy\nstorage\nmodules of a plurality of energy storage modules, said energy storage modules\nincluding multiple individual\nbattery\ncells\nelectrically\nconnected together,\nand\nwherein said energy storage modules include switching devices configured to\nselectively\nelectrically\nconnect the individual energy storage module to a\nmotor\ngenerator in the hybrid\nelectric\nvehicle\n;\nusing the controller to determine states of charge differentials for the\nindividual energy\nstorage modules, wherein the states of charge differentials correspond to\ndifferences between the states of charge of the individual energy storage\nmodules;\ndetermining one or more first and one or more second energy storage modules,\nwherein the first energy storage modules have a corresponding state of charge\ndifferential that is greater than a predetermined tolerance;\nengaging the switching devices for the first energy storage modules to\nelectrically\nconnect them to the motor generator using the controller;\nengaging the switching devices for the second energy storage modules to\nelectrically\ndisconnect them from the motor generator using the controller; and\nsupplying power to the motor generator by discharging the first energy storage\nmodules and not the second energy storage modules.\n2. The method of claim 1, wherein power is supplied to the motor generator\nusing the\nfirst one of said energy storage modules until the state of charge of the\nfirst energy\nstorage module is within said tolerance relative to the remaining energy\nstorage\nmodules.\n3. The method of claim 1, further comprising:\ndetermining that the state of charge of said first energy storage modules have\nreached\na level substantially equal to a second one of said energy storage modules;\n13\nsupplying power to the motor generator by engaging the switching devices for\nthe\nsecond energy storage modules to\nelectrically\nconnect them to the motor\ngenerator;\nand\noperating the\nvehicle\nusing the first and second energy storage modules.\n4. The method of claim 3, wherein the hybrid\nvehicle\nis operated using the\nfirst and\nsecond energy storage modules until the states of charge of said first and\nsecond\nenergy storage modules is within said tolerance relative to the remaining\nenergy\nstorage modules.\n5. The method of any one of claims 1 to 4, wherein said\nvehicle\noperation\nat least\npartially discharges the first energy storage modules\n6. The method of any one of claims 1 to 5, wherein said\nvehicle\noperation\nuses energy\nstored in the first energy storage modules to assist in propulsion of the\nvehicle\n.\n7. The method of any one of claims 1 to 4, wherein said\nvehicle\noperation\nat least\npartially charges the first energy storage modules at a different time than\nthe\ndischarging of the first energy storage modules.\n8. The method of any one of claims 1 to 4 or 7, wherein said\nvehicle\noperation comprises\nusing energy collected during regenerative braking to charge the first energy\nstorage\nmodules.\n9. The method of any one of claims 1 to 8, further comprising:\ndetermining the states of charge of the individual energy storage modules\nafter the\nvehicle\nhas been operating using said first energy storage modules;\nverifying that the states of charge of the first energy storage modules is\nwithin the\ntolerance using the controller; and\n14\noperating the\nvehicle\nusing the first energy storage modules in addition to at\nleast one\nadditional energy storage module.\n10. The method of any one of claims 1 to 9, wherein the method is\nautomatically\nperformed in response to a replacement energy storage module being added to\nthe\nvehicle\n.\n11. The method of any one of claims 1 to 10, wherein an energy storage\nmodule controller\noperatively communicates with a hybrid controller to signal that the first\nenergy\nstorage modules are ready to be charged or discharged.\n12. The method of claim 11, wherein the hybrid controller performs said\nvehicle\noperation.\n13. The method of any one of claims 1 to 12, further comprising:\nclosing at least one high voltage contactor between the motor generator and at\nleast\none of the first energy storage modules using the controller, wherein the high\nvoltage contactors are responsive to the controller.\n14. The method of claim 13, wherein said closing is performed when the SOC\nof the at\nleast one of the first energy storage modules is low with respect to the\nremaining\nenergy storage modules.\n15. The method of any one of claims 1 to 14, further comprising:\nopening at least one high voltage contactor between the motor generator and a\nbattery\nwithin at least one of the remaining energy storage modules.\n16. The method of claim 15, wherein said opening is performed when the SOC\nof the at\nleast one of the first energy storage modules is low with respect to the\nremaining\nenergy storage modules.\n15\n17. The method of any one of claims 1 to 16, further comprising:\nopening at least one high voltage contactor between the motor generator and a\nbattery\nwithin at least one of the first energy storage modules.\n18. The method of claim 17, wherein said opening is performed when the SOC\nof the at\nleast one of the first energy storage modules is high with respect to the\nremaining\nenergy storage modules.\n19. The method of any one of claims 1 to 18, further comprising:\nclosing at least one high voltage contactor between the motor generator and a\nbattery\nwithin at least one of the remaining energy storage modules.\n20. The method of claim 19, wherein said closing is performed when the SOC\nof the at\nleast one of the first energy storage modules is high with respect to the\nremaining\nenergy storage modules.\n21. The method of any one of claims 13 to 20, wherein said at least one\nhigh voltage\ncontactor is located within the at least one of the first energy storage\nmodules.\n22. The method of any one of claims 1 to 21, wherein the plurality of\nenergy storage\nmodules are\nelectrically\nconnected to an inverter that is\nelectrically\nconnected to the\nmotor generator.\n23. A system for balancing a state of charge of energy storage modules in a\nhybrid\nvehicle\n, comprising:\na plurality of energy storage modules adapted to store and provide\nelectrical\nenergy to\nthe hybrid\nelectric\nvehicle\n;\na motor generator\nelectrically\nconnected to the energy storage modules;\n16\na switching device\nelectrically\nconnected between the motor generator and an\nenergy\nstorage module; and\na controller operatively connected to the energy storage modules;\nwherein the controller is configured to:\ndetermine states of charge differentials of the individual energy storage\nmodules,\nwherein the states of charge differentials represent corresponding differences\nbetween the states of charge of the individual energy storage modules;\ndetermine one or more first and one or more second energy storage modules of\nthe\nplurality of energy storage modules, wherein the first energy storage modules\nhave a corresponding state of charge differential that is greater than a\npredetermined tolerance;\ncommand the switching devices for the first energy storage modules to\nelectrically\nconnect the motor generator to the first energy storage modules; and\ncommand the switching devices for the second energy storage modules to\nelectrically\ndisconnect the motor generator from the second energy storage\nmodules.\n24. The system of claim 23, wherein the controller is further configured to\noperate the\nhybrid\nvehicle\nusing the first energy storage modules until the state of\ncharge of the\nfirst energy storage module is within said tolerance relative to the remaining\nenergy\nstorage modules.\n25. The system of claim 23, wherein the controller is further configured\nto:\ndetermine that the state of charge of said first energy storage module has\nreached a\nlevel substantially equal to a second one of said energy storage modules; and\ncommand the switching devices for the first and second energy storage modules\nto\nelectrically\nconnect the motor generator to the first and second energy\nstorage\nmodules.\n17\n26. The system of claim 25, wherein the controller is further configured to\nsupply power\nto the motor generator using the first and second energy storage modules until\nthe\nstates of charge of said first and second energy storage modules is within\nsaid\ntolerance relative to the remaining energy storage modules.\n27. The system of any one of claims 23 to 26, wherein said supplying power\nat least\npartially discharges the first energy storage modules.\n28. The system of any one of claims 23 to 27, wherein said supplying power\nuses energy\nstored in the first energy storage modules to assist in propulsion of the\nvehicle\n.\n29. The system of any one of claims 23 to 28, wherein said suppling power\nat least\npartially charges the first energy storage modules.\n30. The system of any one of claims 23 to 29, wherein said supplying power\ncomprises\nusing energy collected during regenerative braking to charge the first energy\nstorage\nmodules.\n31. The system of any one of claims 23 to 30, wherein the controller is\nfurther configured\nto:\ndetermine the states of charge of the individual energy storage modules after\nthe\nvehicle\nhas been operating using said first energy storage modules;\nverify that the states of charge of the first energy storage modules is within\nthe\ntolerance; and\noperate the\nvehicle\nusing the first energy storage modules in addition to at\nleast one\nadditional energy storage module of the plurality of energy storage modules.\n32. The system of any one of claims 23 to 31, wherein the controller is\nfurther configured\nto perform said supplying power in response to a replacement energy storage\nmodule\nbeing added to the\nvehicle\n.\n18\n33. The system of any one of claims 23 to 32, wherein an energy storage\nmodule\ncontroller operatively communicates with a hybrid controller to signal that\nthe first\nenergy storage modules are ready to be charged or discharged.\n34. The system of claim 33, wherein the hybrid controller performs said\nvehicle\noperation.\n35. The system of any one of claims 23 to 34, wherein the switching devices\nare high\nvoltage contactors responsive to the controller; and wherein the controller is\nfurther\nconfigured to:\nclose at least one high voltage contactor between the motor generator and a\nbattery\nwithin at least one of the first energy storage modules.\n36. The system of claim 35, wherein said closing is performed when the SOC\nof the at\nleast one of the first energy storage modules is low with respect to the\nremaining\nenergy storage modules.\n37. The system of any one of claims 23 to 36, wherein the controller is\nfurther configured\nto:\nopen at least one high voltage contactor between the motor generator and a\nbattery\nwithin at least one of the remaining energy storage modules.\n38. The system of claim 37, wherein said opening is performed when the SOC\nof the at\nleast one of the first energy storage modules is low with respect to the\nremaining\nenergy storage modules.\n39. The system of any one of claims 23 to 38, wherein the controller is\nfurther configured\nto:\nopen at least one high voltage contactor between the motor generator and a\nbattery\nwithin at least one of the first energy storage modules.\n19\n40. The system of claim 39, wherein said opening is performed when the SOC\nof the at\nleast one of the first energy storage modules is high with respect to the\nremaining\nenergy storage modules.\n41. The system of any one of claims 23 to 40, wherein the controller is\nfurther configured\nto:\nclose at least one high voltage contactor between the motor generator and a\nbattery\nwithin at least one of the remaining energy storage modules.\n42. The system of claim 41, wherein said closing is performed when the SOC\nof the at\nleast one of the first energy storage modules is high with respect to the\nremaining\nenergy storage modules.\n43. The system of any one of claims 37 to 42, wherein said at least one\nhigh voltage\ncontactor is located within the at least one of the first energy storage\nmodules.\n44. The system of any one of claims 23 to 43, wherein the plurality of\nenergy storage\nmodules are\nelectrically\nconnected to an inverter that is\nelectrically\nconnected to the\nmotor generator. | 61/789,526 | United States of America | 2013-03-15 | La présente invention se rapporte à un système et à un procédé permettant d'équilibrer les états de charge entre une pluralité de modules de stockage d'énergie dans un véhicule hybride. Le procédé consiste à déterminer des états de charge de modules de stockage d'énergie individuels de ladite pluralité de modules de stockage d'énergie raccordés de manière fonctionnelle à une source d'énergie agencée dans le véhicule électrique hybride. Le véhicule fonctionne à l'aide d'un sous-ensemble de la pluralité de modules de stockage d'énergie lorsque les états de charge dudit sous-ensemble de la pluralité de modules de stockage d'énergie se trouvent en dehors des tolérances par rapport aux modules de stockage d'énergie restants de ladite pluralité desdits modules de stockage d'énergie. Les modules de stockage d'énergie peuvent être chargés ou déchargés à l'aide du procédé afin d'équilibrer les états de charge des modules de stockage d'énergie. | True |
| 376 | Patent 2254025 Summary - Canadian Patents Database | CA 2254025 | NaN | ELECTRICVEHICLEWITHBATTERYREGENERATION DEPENDENT ONBATTERYCHARGE STATE | VEHICULE ELECTRIQUE DONT LA RECHARGE DE LA BATTERIE DEPEND DE L'ETAT DE LA CHARGE | NaN | LYONS, ARTHUR P., GREWE, TIMOTHY M. | 2006-03-21 | 1998-11-12 | OSLER, HOSKIN & HARCOURT LLP | English | BAE SYSTEMS CONTROLS, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. In a method for operating a\nvehicle\nwhich derives at least some of its\ntractive\neffort from\nelectric\nbatteries\n, the method comprising returning energy derived\nfrom\ndynamic braking to said\nbatteries\n, the improvement wherein:\nat a charge level of said\nbatteries\nbetween a particular charge condition\nwhich is\nless than a full-charge condition and said full-charge condition the amount of\nregeneration of energy derived from the traction motor from dynamic braking is\nreduced\nin a manner which is a function of a present-time amount of charge relative to\na\ndifference in charge between said particular charge condition and said full\ncharge\ncondition; and\nat said full-charge condition of said\nbatteries\nthe amount of regeneration of\nenergy\nderived from said traction motor from dynamic braking is reduced to near zero.\n2. The method according to claim 1, wherein the regeneration of energy from\nsaid traction motor to said\nbatteries\nwhich is reduced includes the step of\nreturning an\namount of available dynamic braking energy to said\nbatteries\nwhich is\nmonotonically\nrelated to a proportion of said charge relative to said full charge.\n3. The method according to claim 1, further comprising the step of making a\nsmooth transition between steps of returning substantially all of said energy\nand returning\nless than all said energy, and between steps of returning less than all said\nenergy and\nreturning substantially zero energy.\n4. The method according to claim 1, wherein said function is an inverse\nrelation\nor proportion. | 60/066,736 | United States of America | 1997-11-21 | L'invention concerne un véhicule électrique qui est réglé pour que son fonctionnement corresponde à celui d'un véhicule à moteur à combustion interne. Dans certains modes de réalisation, la charge des batteries effectuée par la source auxiliaire d'électricité et par le freinage rhéostatique est mise en rampe en magnitude lorsque les batteries se trouvent dans un état de charge entre charge partielle et charge complète, la magnitude de la charge étant liée à l'état de charge relatif de la batterie. L'insuffisance entre la demande du moteur de traction et l'énergie disponible en provenance de la source électrique auxiliaire provient des batteries dans une quantité qui est fonction de l'état des batteries, de manière que la quantité totale de l'insuffisance est fournie lorsque les batteries sont proches de la charge complète, et peu ou aucune énergie n'est fournie par les batteries lorsqu'elles sont proches d'un état déchargé. Aux états de charge des batteries entre charge presque complète et décharge presque complète, les batteries fournissent une quantité d'énergie qui est fonction, monotoniquement, de l'état de charge. La charge des batteries à partir de la source auxiliaire est réduite lors du freinage rhéostatique lorsque les batteries sont proches de la charge complète. Une régulation de la quantité d'énergie renvoyée lors du freinage rhéostatique peut être réalisée en régulant l'efficacité de transduction du moteur de traction fonctionnant à titre de générateur. | True |
| 377 | Patent 3083845 Summary - Canadian Patents Database | CA 3083845 | NaN | BATTERYSWAPPING STATION AND CONTROL METHOD THEREFOR | STATION DE PERMUTATION DE BATTERIE ET SON PROCEDE DE COMMANDE | NaN | ZHANG, JIANPING, HUANG, CHUNHUA, ZOU, RUI, WAN, LIBIN, ZHOU, JUNQIAO | NaN | 2018-11-30 | LAVERY, DE BILLY, LLP | English | SHANGHAI DIANBA NEW ENERGY TECHNOLOGY CO., LTD., AULTON NEW ENERGY AUTOMOTIVE TECHNOLOGY GROUP, SHANGHAI DIANBA NEW ENERGY TECHNOLOGY CO., LTD. | Claims\n1. A\nbattery\nswapping station, characterized in that the\nbattery\nswapping\nstation\ncomprising:\na first\nbattery\ncharging compartment and a second\nbattery\ncharging\ncompartment, both the\nfirst charging compartment and the second charging compartment being used to\nstore\nbattery\nof\na\nvehicle\nand charge the\nbattery\nof the\nvehicle\n;\na first\nbattery\nswapping platform, the first\nbattery\nswapping platform being\narranged\nbetween the first\nbattery\ncharging compartment and the second\nbattery\ncharging\ncompartment,\nand the first\nbattery\nswapping platform being used to swap the\nbatteries\nof\nthe\nvehicle\n;\na first shuttle and a second shuttle, the first shuttle travels back and forth\nbetween the first\ncharging room and the first power exchange platform, the second shuttle which\ntravels back\nand forth between the second charging room and the first power exchange\nplatform, and the\nfirst shuttle and the second shuttle are both used for executing the\noperations of\nbattery\nunmounting and\nbattery\nmounting for a\nvehicle\non the first\nbattery\nswapping\nplatform;\na control unit, the control unit being\nelectrically\nconnected to the first\nshuttle and to the\nsecond shuttle, used for controlling the first shuttle and the second shuttle\nto perform the\nfollowing operations: when operating a same\nvehicle\non the first\nbattery\nswapping platform, if\nthe first shuttle is executing either operation of\nbattery\nunmounting or\nbattery\nmounting, the\nsecond shuttle is executing the other operation of\nbattery\nunmounting or\nbattery\nmounting.\n2. The\nbattery\nswapping station according to claim 1, characterized in that\nthe\nbattery\nswapping station further comprises a second\nbattery\nswapping platform and a\nthird shuttle; the\nsecond\nbattery\nswapping platform is arranged at the opposite side of the first\nbattery\ncharging\ncompartment relative to the first\nbattery\nswapping platform; the third shuttle\ntravels back and\nforth between the first\nbattery\ncharging compartment and the second\nbattery\nswapping platform\nand is connected to the control unit, and the third shuttle is used to execute\noperations of\nbattery\nunmounting and\nbattery\nmounting for a\nvehicle\non the second\nbattery\nswapping\nplatform.\n3. The\nbattery\nswapping station according to claim 2, characterized in that a\nfirst stacker\nand a second stacker are arranged respectively in the first\nbattery\ncharging\ncompartment and\nthe second\nbattery\ncharging compartment, wherein both of the first stacker and\nthe second\nstacker are\nelectrically\nconnected to the control unit;\na first front compartment and a first rear compartment which are mutually\nconnected are\nformed in the first\nbattery\ncharging compartment, the first stacker travels\nback and forth\nbetween the first front compartment and the first rear compartment, the first\nshuttle swaps\nbatteries\nwith the first stacker in the first front compartment, the first\nrear compartment is used\nto store a first\nbattery\nrack, and the first stacker is used to pick and place\nbatteries\non the first\n14\nbattery\nrack;\na second front compartment and a second rear compartment which are mutually\nconnected\nare formed in the second\nbattery\ncharging compartment, the second stacker\ntravels back and\nforth between the second front compartment and the second rear compartment,\nthe second\nshuttle swaps\nbatteries\nwith the second stacker in the second front\ncompartment, the second\nrear compartment is used to store a second\nbattery\nrack, and the second\nstacker is used to pick\nand place\nbatteries\non the second\nbattery\nrack.\n4. The\nbattery\nswapping station according to any of claims 1 to 3,\ncharacterized in that the\nfirst\nbattery\nswapping platform is respectively connected to an uphill ramp\nand to a downhill\nramp at upstream and the downstream of a travelling direction of a\nvehicle\n.\n5. The\nbattery\nswapping station according to any of claims 1 to 4,\ncharacterized in that the\nbattery\nswapping station further comprises a first monitoring compartment;\nin the direction of a\nvehicle\ntravelling to the first\nbattery\nswapping\nplatform, the first\nmonitoring compartment is arranged at upstream of the first\nbattery\ncharging\ncompartment; and\nthe control unit is arranged in the first monitoring compartment.\n6. The\nbattery\nswapping station according to any of claims 1 to 5,\ncharacterized in that the\nbattery\nswapping station further comprises a first monitoring compartment and\na second\nmonitoring compartment;\nthe control unit comprises a first monitoring device and a second monitoring\ndevice,\nwherein the first monitoring device and the second monitoring device are\nrespectively arranged\nin the first monitoring compartment and the second monitoring compartment;\nthe first monitoring device is used for controlling the first shuttle to\nalternately execute\noperations of\nbattery\nunmounting and\nbattery\nmounting s for a\nvehicle\nwhich on\nthe first\nbattery\nswapping platform;\nthe second monitoring device is used for controlling the second shuttle to\nalternately\nexecute operations of\nbattery\nunmounting and\nbattery\nmounting for a\nvehicle\nwhich on the first\nbattery\nswapping platform.\n7. The\nbattery\nswapping station according to any of claims 1 to 6,\ncharacterized in that the\nfirst shuttle comprises a chassis, a lifting frame and a jacking mechanism;\nthe jacking mechanism is connected to the chassis and the lifting frame and\nused to lift the\nlifting frame relative to the chassis; the jacking mechanism comprises a\nconnecting rod, a first\nend of the connecting rod connected to the lifting frame in a rotary way and a\nsecond end of the\nconnecting rod connected to the chassis in a rotary way;\nthe lifting frame is used for unmounting and mounting the\nbattery\nof the\nvehicle\n.\n8. The\nbattery\nswapping station according to claim 7, characterized in that\nthe connecting\nrod is a cam.\n9. A control method, characterized in that the control method is applied to\nthe\nbattery\nswapping station according to any of claims 1 to 8, and the control method\nincludes the\nfollowing steps:\nS1, when a\nvehicle\ndoes not travel into the first\nbattery\nswapping platform,\nthe control unit\ncontrols the first shuttle to pick up a fully-charged\nbattery\nin the first\nbattery\ncharging\ncompartment and stand by in the first\nbattery\ncharging compartment;\nS2: when the\nvehicle\ntravels into the first\nbattery\nswapping platform, the\ncontrol unit\ncontrols the second shuttle to travel to the first\nbattery\nswapping platform\nand unmount the\nbattery\nof the\nvehicle\n;\nS3: the control unit controls the first shuttle to mount the fully-charged\nbattery\non the\nvehicle\nwhich on the first\nbattery\nswapping platform.\n10. The control method according to claim 9, characterized in that in step S2,\nafter the\nsecond shuttle unmounts the\nbattery\nof the\nvehicle\n, the control unit controls\nthe second shuttle\nto transfer the\nvehicle\nbattery\nto the second\nbattery\ncharging compartment for\ncharging and\npick up a fully-charged\nbattery\nin the second\nbattery\ncharging compartment and\nstand by in the\nsecond\nbattery\ncharging compartment;\nin step S3, after the first shuttle mounts the fully-charged\nbattery\non the\nvehicle\nwhich on\nthe first\nbattery\nswapping platform, the control unit controls the first\nshuttle to return the first\nbattery\ncharging compartment to stand by;\nthe control method further comprises the following steps:\nS4: after a next\nvehicle\ntravels to the first\nbattery\nswapping platform, the\ncontrol unit\ncontrols the first shuttle to travel to the first\nbattery\nswapping platform\nand unmount the\nbattery\nof the\nvehicle\n, after the first shuttle unmounts the\nbattery\nof the\nvehicle\n,\nthe control unit\ncontrols the first shuttle to transfer the\nbattery\nof the\nvehicle\nto the first\nbattery\ncharging\ncompartment for charging and pick up the fully-charged\nbattery\nin the first\nbattery\ncharging\ncompartment and stand by in the first\nbattery\ncharging compartment;\nS5: the control unit controls the second shuttle to mount the fully-charged\nbattery\non the\nvehicle\nwhich is on the first\nbattery\nswapping platform; after the second\nshuttle mounts the\nfully-charged\nbattery\non the\nvehicle\n, the control unit controls the second\nshuttle to return the\nsecond\nbattery\ncharging compartment to stand by;\nS6: repeat step S2.\n16 | 201711240305.X | China | 2017-11-30 | L'invention concerne une station de permutation de batterie et son procédé de commande. La station de permutation de batterie comprend : un premier compartiment de charge et un second compartiment de charge ; une première plateforme de permutation de batterie, la première plateforme de permutation de batterie étant agencée entre le premier compartiment de charge et le second compartiment de charge ; une première navette et une seconde navette, toutes deux se déplaçant respectivement en va-et-vient entre le premier compartiment de charge, le second compartiment de charge et la première plateforme de permutation de batterie ; et une unité de commande, l'unité de commande étant connectée électriquement à la première navette et à la seconde navette, utilisée pour commander la première navette et la seconde navette pour qu'elles effectuent l'opération suivante : lors du fonctionnement d'un même véhicule sur la première plate-forme de permutation de batterie, si la première navette exécute l'une ou l'autre opération de démontage de batterie ou de montage de batterie, la seconde navette exécute l'autre opération de démontage de batterie ou de montage de batterie. La station de permutation de batterie et son procédé de commande, au moyen d'opérations alternatives de la première navette et de la seconde navette, réduisent le temps d'attente pour des véhicules lors de la permutation de batteries, augmentant ainsi l'efficacité de permutation de batterie de la station de permutation de batterie. | True |
| 378 | Patent 2012390 Summary - Canadian Patents Database | CA 2012390 | NaN | ENGINE STARTER SYSTEM | SYSTEME DE DEMARRAGE DU MOTEUR | 342/29.5 | SHIRATA, AKIHIRO, TSUCHIYA, YOSHINOBU, KURABAYASHI, KEN | 1997-07-08 | 1990-03-16 | OSLER, HOSKIN & HARCOURT LLP | English | ISUZU MOTORS LIMITED | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An engine starter system comprising:\na\nbattery\n;\nan engine starter for starting an engine with\nelectric\npower from said\nbattery\n;\nboost control means connected to said\nbattery\nfor\nboosting\nelectric\npower from said\nbattery\n;\na large-capacitance capacitor connected to said\nboost control means and chargeable by the boosted\nelectric\npower from said boost control means;\na starter switch connected to said\nbattery\nparallel\nto said capacitor; and\nenergizing means for energizing said engine starter\nwith\nelectric\nenergy stored in said capacitor when said\nstarter switch is closed.\n2. An engine starter system according to claim 1,\nwherein said capacitor comprises an\nelectric\ndouble layer\ncapacitor.\n3. An engine starter system according to claim 1,\nwherein said boost control means comprises a boost\ntransformer for increasing the voltage of the\nelectric\npower from\nsaid\nbattery\n, a switching circuit for converting a current\nfrom said\nbattery\ninto a pulsating current flowing through\nsaid boost transformer, and a rectifying circuit for\nrectifying the pulsating current whose voltage is increased by\nsaid boost transformer.\n4. An engine starter system according to claim 1,\nwherein said starter switch includes a manually operable\nswitch contact for energizing said boost control means.\n5. An engine starter system according to claim 1,\nfurther comprising voltage indicator means connected to said\ncapacitor, for detecting and indicating the voltage across\nsaid capacitor.\n- 13 - | 082509/1989 | Japan | 1989-03-31 | Système de démarrage de moteur conçu pour faire fonctionner un démarreur de moteur au moyen de l'énergie électrique fournie par une batterie montée sur un véhicule automobile, comportant un contrôleur de suractivation pour suractiver l'alimentation électrique de la batterie ainsi qu'un condensateur à grande capacité, chargé par l'énergie électrique, laquelle est suractivée par le controleur de suractivation. Le démarreur du moteur est mû par l'énergie électrique stockée dans le condensateur à une tension supérieure à celle de la batterie. | True |
| 379 | Patent 3150006 Summary - Canadian Patents Database | CA 3150006 | NaN | POWER EVACUATED, BARREL IMPELLERED, PNEUMATICELECTRICGENERATING AND STORAGE SYSTEM AND METHODS (PEBI SYSTEM) | SYSTEME DE PRODUCTION ET DE STOCKAGE D'ENERGIE ELECTRIQUE PNEUMATIQUE, DE TURBINE A CYLINDRE, PUISSANCE EVACUEE, ET PROCEDES (SYSTEME PEBI) | NaN | PARKER, JAMES R. | 2022-10-18 | 2020-09-03 | ROWAND LLP | English | PARKER, JAMES R. | Claims:\n1. A\nvehicle\nmounted energy generator and storage system comprising:\nan air inlet facing a front of the\nvehicle\nthrough which incoming air enters\nwhen the\nvehicle\nis moving forward;\na turbine assembly such that the incoming air flowing through the air inlet\napplies\npositive pressure to a front of one or more air vanes to drive one or more\ngenerator/transmission assemblies to supply\nelectric\npower to one or more\nbattery\npacks\nor to provide a direct\nelectric\npower source to operate the\nvehicle\n; and\nan evacuation blower applying negative air pressure to a rear of the one or\nmore air\nvanes by evacuating incoming air through one or more air outlets not facing\nthe front of the\nvehicle\n.\n2. The\nvehicle\nmounted energy generator and storage system of claim 1,\nfurther\nincluding a radiator between the air inlet and the turbine assembly such that\nthe incoming\nair entering the\nvehicle\nis heated towards the temperature of the radiator\nbefore reaching\nthe turbine assembly.\n3. The\nvehicle\nmounted energy generator and storage system of claim 1,\nfurther\nincluding a housing surrounding the turbine assembly.\n4. The\nvehicle\nmounted energy generator and storage system of claim 3,\nwherein the\nhousing includes one or more back-pressure relief vent holes.\n5. The\nvehicle\nmounted energy generator and storage system of claim 1,\nfurther\nincluding an energy source selection module in\nelectrical\nconnection with the\none or more\ngenerator/transmission assemblies, the one or more\nbattery\npacks, a voltage\nregulator, and\na fuse panel.\n6. The\nvehicle\nmounted energy generator and storage system of claim 5,\nwherein the\nenergy source selection module selects an energy source to connect to the\nvoltage\nregulator and the fuse panel, wherein the one or more generator/transmission\nassemblies,\n- 24 -\nCA 03150006 2022- 3- 2\nthe one or more\nbattery\npacks, and an emergency generator assembly are energy\nsources\navailable to be selected by the energy source selection module.\n7. The\nvehicle\nmounted energy generator and storage system of claim 6,\nwherein the\nemergency generator assembly is a fossil fuel driven internal combustion\nengine.\n8. The\nvehicle\nmounted energy generator and storage system of claim 1,\nwherein the\nturbine assembly is a pneumatic barrel impeller turbine assembly.\n9. The\nvehicle\nmounted energy generator and storage system of claim 8,\nwherein the\none or more air vanes of the turbine assembly are a plurality of curved\nimpeller air vanes.\n10. The\nvehicle\nmounted energy generator and storage system of claim 8,\nwherein the\none or more generator/transmission assemblies includes a first transmission\ncoupling the\nturbine assembly to a first generator located on a first side of the turbine\nassembly along an\naxis about which the turbine assembly rotates and a second transmission\ncoupling the\nturbine assembly to a second generator located on a second side of the\npneumatic barrel\nturbine assembly along the axis about which the turbine assembly rotates such\nthat the\nrotation of the turbine assembly drives a first generator/transmission\nassembly and a\nsecond generator/transmission simultaneously and in unison.\n11. The\nvehicle\nmounted energy generator and storage system of claim 10,\nwherein the\nair inlet delivers air along a lower half of the turbine assembly at a front\nside of the turbine\nassembly, the evacuation blower pulls air along the lower half of the turbine\nassembly\nalong a rear side of the turbine assembly, and a housing surrounds the turbine\nassembly\nand includes one or more back-pressure relief vent holes along a portion of\nthe housing\nenclosing an upper half of the turbine assembly.\n12. The\nvehicle\nmounted energy generator and storage system of claim 11,\nwherein the\nevacuation blower is located in a chamber and fed air flow through a first\nopening to a\npassage creating a low-pressure environment on the second side of the turbine\nassembly in\nfluid communication with the one or more back-pressure relief vent holes,\ncreating a\nnegative pressure environment on the second side of the turbine assembly and\nsurrounding the upper half of the turbine assembly.\n- 25 -\nCA 03150006 2022- 3- 2\n13. The\nvehicle\nmounted energy generator and storage system of claim 1,\nwherein the\noutlet faces a right side or a left side of the\nvehicle\n.\n14. The\nvehicle\nmounted energy generator and storage system of claim 10,\nwherein\neach of the first transmission and the second transmission includes a first\npower transfer\ngear and a second power transfer gear engaged with, and balancing the load\ndelivered to, a\ngenerator gear, wherein the first power transfer gear and the second power\ntransfer gear\nare driven by an impeller ring gear.\n15. The\nvehicle\nmounted energy generator and storage system of claim 1,\nwherein the\none or more\nbattery\npacks include a plurality of recyclable, lead-acid, deep\ncycle, marine\ntype, 12-volt\nbatteries\n.\n16. The\nvehicle\nmounted energy generator and storage system of claim 15,\nwherein the\none or more\nbattery\npacks are mounted on one or more sliding\nbattery\npack\ncradles, each\nof which can be slid from a first position to a second position, wherein, in\nthe first position,\nthe one or more\nbattery\npacks are located within the\nvehicle\nand, in the\nsecond position, at\nleast a portion of the one or more\nbattery\npacks is located outside of the\nvehicle\n.\n17. The\nvehicle\nmounted energy generator and storage system of claim 1,\nwherein the\nenergy generator and storage system is retrofit onto the\nvehicle\n.\n18. The\nvehicle\nmounted energy generator and storage system of claim 1,\nwherein the\nvehicle\nis a tractor unit of a semi-tractor and trailer truck.\n- 26 -\nCA 03150006 2022- 3- 2 | 16/559,133 | United States of America | 2019-09-03 | Système de générateur et de stockage d'énergie monté sur un véhicule, comprenant : une entrée d'air criblée faisant face à une partie avant du véhicule à travers laquelle l'air entre lorsque le véhicule avance ; un ensemble turbine à cylindre pneumatique comprenant une ou plusieurs aubes d'air de turbine intégrées positionnées de telle sorte que l'air s'écoulant à travers l'entrée d'air applique une pression positive à l'une ou les aubes d'air de turbine pour faire tourner l'ensemble turbine à cylindre pneumatique et entraîner un ou plusieurs ensembles générateur/transmission ; une ou plusieurs batteries recevant de l'énergie générée par l'ensemble turbine à cylindre pneumatique ; et une soufflante d'évacuation appliquant une pression négative à l'arrière des aubes d'air de turbine par évacuation de l'air à travers une ou plusieurs sorties criblées ne faisant pas face à l'avant du véhicule. | True |
| 380 | Patent 3193496 Summary - Canadian Patents Database | CA 3193496 | NaN | BATTERYASSEMBLY STABILIZATION MECHANISM | MECANISME DE STABILISATION D'ENSEMBLE BATTERIE | NaN | HICKEY, KYLE, MEHTA, GAURAV, DICKSON, NICHOLAS | NaN | 2021-09-27 | GOWLING WLG (CANADA) LLP | English | ARTISAN VEHICLE SYSTEMS INC. | WO 2022/067161\nPCT/US2021/052156\nCLAIMS:\n1. A stabilization system for a\nbattery\nassembly, the stabilization system\ncomprising:\na housing including a forward portion, a rearward portion, a first side\nportion, a second side portion, and a bottom region;\na first stabilizer disposed in the forward portion, the first stabilizer\nincluding\na first support post that extends distally outward from a first aperture\nformed in\nthe bottom region;\na first actuator disposed in the rearward portion, where the first actuator is\nmechanically connected to the first stabilizer; and\nwherein the first stabilizer is configured to retract the first support post\nin\nresponse to an actuation of the first actuator, thereby automatically\ntransitioning\nthe stabilization system from a deployed configuration to a retracted\nconfiguration.\n2. The stabilization system of claim 1, wherein the housing further\nincludes\nan interior cavity configured to receive one or more\nbattery\npacks.\n3. The stabilization system of claims 1 or 2, further comprising:\na second stabilizer disposed in the forward portion;\na second actuator disposed in the rearward portion, where the second\nactuator is mechanically connected to the second stabilizer; and\nwherein the second stabilizer includes a second support post that, in the\ndeployed configuration, extends distally outward from a second aperture formed\nin the bottom region.\n28\nCA 03193496 2023- 3- 22\nWO 2022/067161\nPCT/US2021/052156\n4. The stabilization system of any of the preceding claims, wherein:\nthe bottom region includes a sloped exterior surface along the forward\nportion and a substantially flat exterior surface along the rearward portion;\nand\nthe first support post, when deployed, has a length that causes a\nsubstantial entirety of the first bottom surface region to remain in contact\nwith a\nground surface, thereby providing stability to the\nbattery\nassembly.\n5. The stabilization system of any of the preceding claims, wherein the\nfirst\nstabilizer further includes a hydraulic cylinder that, when extended, causes\ndeployment of the first support post;\nwherein the first support post extends outward in a diagonal direction\nrelative to a vertical axis when deployed; and\nwherein the first support post has a substantially cylindrical three-\ndimensional shape.\n6. The stabilization system of any of the preceding claims, wherein the\nfirst\nactuator further includes a top portion that protrudes outward from the\nhousing in\nthe deployed configuration; and\nwherein actuation of the first actuator involves a depression of the top\nportion until the top portion is disposed within the housing.\n7. The stabilization system of any of the preceding claims, wherein the top\nportion has a substantially cylindrical three-dimensional shape.\n8. The stabilization system of any of the preceding claims, wherein the top\nportion is received by a base receptacle of the actuator when the top portion\nis\ndepressed.\n29\nCA 03193496 2023- 3- 22\nWO 2022/067161\nPCT/US2021/052156\n9. The stabilization system of any of the preceding claims, wherein the\nfirst\nsupport post is disposed entirely within the housing when the stabilization\nsystem\nis in the retracted configuration.\n10. A stabilization system for an\nelectric\nvehicle\n, the stabilization\nsystem\ncomprising:\na\nbattery\nassembly including a housing, a first actuator, and a first\nstabilizer;\nan\nelectric\nvehicle\nincluding a lift mechanism, the lift mechanism\nconfigured to dock with the\nbattery\nassembly; and\nwherein the lift mechanism actuates the first actuator when the\nbattery\nassembly docks with the lift mechanism, thereby causing a first support post\nof\nthe first stabilizer to automatically transition from a deployed state to a\nretracted\nstate.\n11. The stabilization system of claim 10, wherein the lift mechanism\nfurther\nincludes a depressor, and the depressor is configured to contact an exposed\ntop\nportion of the first actuator when the lift mechanism docks with the\nbattery\nassembly; and\nwherein the first support post is disposed entirely within the housing when\nthe first actuator is actuated.\n12. The stabilization system of claims 10 or 11, wherein the\nbattery\nassembly\nfurther comprises a second actuator and a second stabilizer, and actuation of\nthe\nsecond actuator causes a second support post of the second stabilizer to\nretract\ninto the housing.\n13. The stabilization system of any of claims 10-12, wherein separation of\nthe\nbattery\nassembly from the lift mechanism automatically releases the first\nCA 03193496 2023- 3- 22\nWO 2022/067161\nPCT/US2021/052156\nactuator, causing the first support post of the first stabilizer to revert to\nthe\ndeployed state.\n14. The stabilization system of any of claims 1 0-1 3, wherein the\ndepressor\nincludes a base with a smooth lower surface that is substantially aligned with\na\nhorizontal plane, and the lower surface contacts the exposed top portion\nduring\ndocking; and\nwherein the depressor is disposed directly adjacent to an engagement\nassembly of the lift mechanism.\n15. The stabilization system of claims 10-14, wherein the\nbattery\nassembly\nincludes a sloped bottom surface, and the first support post extends outward\nfrom an opening in the sloped bottom surface in the deployed state, thereby\npreventing the\nbattery\nassembly from tipping.\n31\nCA 03193496 2023- 3- 22 | 17/033,975 | United States of America | 2020-09-28 | Un système de stabilisation mécanique pour un ensemble batterie est divulgué. Le système comprend un actionneur et un stabilisateur qui sont conçus pour fonctionner de concert. L'actionneur et le stabilisateur sont disposés dans un boîtier de l'ensemble batterie. Le système peut être mis en ?uvre par enfoncement de l'actionneur disposé dans le boîtier, ce qui amène le stabilisateur à rétracter un montant de support dans le boîtier. L'enfoncement peut se produire pendant une opération d'amarrage de l'ensemble batterie avec un mécanisme de levage pour un véhicule électrique. Lorsque l'actionneur est libéré, le montant de support revient automatiquement à son état déployé précédent. Le montant de support est conçu pour maintenir l'ensemble batterie dans une configuration stable lorsque l'ensemble batterie est séparé du véhicule électrique. | True |
| 381 | Patent 3100774 Summary - Canadian Patents Database | CA 3100774 | NaN | EQUIPMENT FOR GENERATINGELECTRICALENERGY FORVEHICLESWITH A COOLING UNIT | EQUIPEMENT DE GENERATION D'ENERGIE ELECTRIQUE POUR VEHICULES DOTES D'UNE UNITE DE FROID | NaN | LOPEZ BENAVENT, FERNANDO, NAVARRO PERIS, RICARDO, GADEA CERDERA, MARIANO, MORALES MONTESINOS, LORENZO | NaN | 2019-05-16 | AVENTUM IP LAW LLP | English | INDIANOLA INVERSIONES, S.L. | CA 03100774 2020-11-16\nPCT/ES 2019/070 324 - 16.03.2020\nCLAIMS\n1.- A set of equipment for generating\nelectric\nenergy for\nvehicles\nequipped\nwith a\n5 chassis\n(14) and tyres (3) preferably intended to power a cooling unit of the\nvehicle\n,\nwhich comprises:\n- at least one generator assembly (11),\n- a\nbattery\n(15),\n- a control unit (13) connected to the\nbattery\n(15) ,\n10 wherein the at least one generator assembly (11) comprises:\n- an axle (1) and a wheel (2) arranged on one of the ends of the axle (1),\nwherein\nthe wheel (2) is intended to make contact with the upper portion of one of the\ntyres (3) of the\nvehicle\nsuch that when the\nvehicle\nmoves it causes a\nrotational\nmovement of the wheel (2) and therefore of the axle (1);\n- an\nelectric\ngenerator (4) connected to the axle (1) which transforms the\nrotational energy of said axle (1) into\nelectricity\n, and attached to the\ncontrol unit\n(13) and the\nbattery\n(15) in order to store the\nelectricity\ngenerated by the\nrotation\nof the axle (1);\ncharacterized in that the at least one generator assembly (11) further\ncomprises:\n- a drive mechanism, configured to move the wheel (2) between a resting\nposition\nwherein it is separated from the tyre (3), and a working position wherein it\nis in\ncontact with the tyre (3), such that it is kept in the working position until\nthe\nelectric\ngenerator (4) is at 100% charge and the wheel (2) moves back to the\nresting position, wherein the drive mechanism comprises:\n- a support (8) intended to be linked to the chassis (14) of the\nvehicle\n,\n- a movable plate (5) attached to the support,\n- a cover (7) supporting the\nelectric\ngenerator (4), and which is in\ncontact with\nthe movable plate (5),\n- a drive element, attached to the movable plate (5), so as to move the\nmovable plate (5) with respect to the support (8), integrally with the cover\n(7)\nand the wheel (2), from the resting position to the working position, and\n- a solenoid valve (16), connected to the control unit (13), which enables\nthe\npassage or exit of pressurised air to the drive element.\n2.- The equipment of claim 1, additionally comprising a reducer (19)\npositioned\nAMENDED SHEET\nCA 03100774 2020-11-16\nPCT/ES 2019/070 324 - 16.03.2020\n11\nbetween the axle (1) and the wheel (2).\n3.- The equipment of claim 1, additionally comprising a charger (20), attached\nto the\nelectric\ngenerator (4) and the\nbattery\n(15) in order to transform the\nalternating current\ngenerated in the\nelectric\ngenerator (4) into a direct current that is stored\nin the\nbattery\n(15).\n4.- The equipment of claim 1, wherein the drive mechanism configured to move\nthe\nwheel (2) additionally comprises:\n- guides (21) located on the support (8), parallel to the chassis (14),\nwhereon the\nmovable plate (5) is positioned,\n- a guide platform (22), intended to be fastened to the chassis (14),\n- a bearing (23), located in the guide platform (22), supporting the axle\n(1),\n- the actuating element, attached to the movable plate (5), so as to move\nthe\nmovable plate (5) with respect to the support (8), on the guides (21),\nparallel to the\nchassis (14), integrally with\nelectric\ngenerator (4) and the wheel (2), from\nthe resting\nposition to the working position.\n5.- The equipment of claim 1, wherein the drive mechanism configured to move\nthe\nwheel (2) additionally comprises:\n- an articulation shaft (9) attached to the support (8) and to the movable\nplate (5),\n- the drive element, comprising a pneumatic mattress (6) attached to the\nmovable\nplate (5) and to the support (8), such that when inflated it causes the\nmovable plate\n(5) to tilt with respect to the articulation shaft (9) in order to move the\ncover (7)\nintegrally with the\nelectric\ngenerator (4) and the wheel (2), from the resting\nposition\nto the working position.\n6.- The equipment of claim 4, wherein the drive mechanism configured to move\nthe\nwheel (2) additionally comprises a vibration-absorbing disk (12) positioned\nbetween the\nelectric\ngenerator (4) and the cover (7).\n7.- The equipment of claim 5, wherein the drive mechanism configured to move\nthe\nwheel (2) additionally comprises a vibration-absorbing disk (12) positioned\nbetween the\nmovable plate (5) and the cover (7).\nAMENDED SHEET\nCA 03100774 2020-11-16\nPCT/ES 2019/070 324 - 16.03.2020\n12\n8.- The equipment of any of claims 1 to 7, additionally comprising at least\ntwo\ngenerator assemblies (11) and a synchronoscope (18) connected to the control\nunit\n(13), the charger (20) and the\nelectric\ngenerators (4) of the generator\nassemblies (11)\nin order to unify the currents generated by the\nelectric\ngenerators (11) and\ntransfer\n.. them to the\nbattery\n(15).\n9.- The equipment of any of claims 1 to 7, additionally comprising a detector\n(17) for\nthe speed of the\nvehicle\nconnected to the control unit (13).\n10.- The equipment of any of claims 1 to 7, additionally comprising at least\none three-\nphase socket for exterior charging.\nAMENDED SHEET | P201830468 | Spain | 2018-05-16 | L'invention concerne un équipement de génération d'énergie électrique pour véhicules. Ledit équipement est conçu pour fournir de l'énergie électrique à l'unité de froid du véhicule dans lequel elle est installée et comprend une roue (2) qui tourne de manière forcée par la rotation d'un pneumatique (3) du véhicule et qui est rattachée à un arbre (1) relié à un générateur électrique (4). Cet équipement comprend aussi une batterie pour stocker l'électricité générée par la rotation de l'arbre (1) et pouvoir l'utiliser lorsque le véhicule est arrêté, ainsi qu'un mécanisme d'actionnement conçu pour déplacer la roue (2) entre une position de repos à laquelle elle est séparée du pneumatique (3) et une position de travail à laquelle elle est contact avec le pneumatique (3). | True |
| 382 | Patent 2894233 Summary - Canadian Patents Database | CA 2894233 | NaN | BATTERYWITH IMPROVED CYCLE CHARACTERISTICS,BATTERYPACK, ELECTRONIC APPARATUS,ELECTRICALLYDRIVENVEHICLE,ELECTRICALSTORAGE DEVICE, AND POWER SYSTEM | BATTERIE AYANT DES CARACTERISTIQUES DE CYCLE AMELIOREES, BLOC-BATTERIE, APPAREIL ELECTRONIQUE, VEHICULE ENTRAINE ELECTRIQUEMENT, DISPOSITIF DE STOCKAGE D'ELECTRICITE ET SYSTEME D'ALIMENTATION | NaN | ABE, TOMOHIRO, TAKAGI, KENTARO | 2020-03-24 | 2014-08-21 | GOWLING WLG (CANADA) LLP | English | MURATA MANUFACTURING CO., LTD. | - 117 -\nCLAIMS\n1. A\nbattery\n, comprising:\na positive electrode that includes a positive electrode\ncurrent collector, and a positive electrode active material\nlayer which includes a positive electrode active material\nand is provided on both aurfaces of the positive electrode\ncurrent collector;\na negative electrode;\na separator that includes at least a porous film; and\nan electrolyte,\nwherein the positive electrode active material includes\na positive electrode material including a lithium cobalt\ncomposite oxide which has a layered structure and includes\nat least lithium and cobalt,\nan area density S in mg/cm2 of the positive electrode\nactive material layer is 27 mg/cm2 or greater, and\nthe porous film satisfies the following expressions:\n0.04<=Ri<=.-0.07L-0.09xS+4.99,\nRi=.tau.2L/.epsilon.',\n.epsilon.' =[{(Lx.epsilon./100)-Rzx0.46/3}/L]x100, and\n.tau.={(1.216x.epsilon.'Tdx10-4)/L}0.5,\nwherein Ri is a film resistance in µm, L is a film\nthickness in µm, .tau. is a tortuosity factor, T is air\npermeability in sec/100 cc, d is a pore size in nm, Rz is a\n- 118 -\nsurface roughness maximum height and is a sum of values of a\nfront surface and a rear surface in µm, .epsilon. is porosity in %,\n.epsilon.' is corrected porosity in %, and S is the area density of\nthe positive electrode active material layer in mg/cm2.\n2. The\nbattery\naccording to Claim 1,\nwherein the electrolyte includes an electrolyte\nsolution and a polymer compound, and the electrolyte is a\ngel-type electrolyte in which the electrolyte solution is\nretained by the polymer compound.\n3. The\nbattery\naccording to Claim 2,\nwherein the electrolyte further includes particles.\n4. The\nbattery\naccording to Claim 1,\nwherein the area density S in mg/cm2 of the positive\nelectrode active material layer is 51 mg/cm2 or less.\n5. The\nbattery\naccording to Claim 1,\nwherein a thickness of the separator is 3 µm to 17 µm.\n6. The\nbattery\naccording to Claim 1,\nwherein the positive electrode material is a coating\nparticle that further includes a coating layer provided at\nleast on a part of a surface of a particle of the lithium\n- 119 -\ncobalt composite oxide.\n7. The\nbattery\naccording to Claim 1,\nwherein the lithium cobalt composite oxide is at least\none kind of a lithium cobalt composite oxide expressed by:\nLip CO (1-q)M1q O (2-y) X z\nwherein M1 represents at least one kind excluding\ncobalt, Co, among elements selected from Group 2 to Group\n15, and X represents at least one kind excluding oxygen, O,\namong elements in Group 16 and elements in Group 17, and\nwherein p, q, y, and z are values in ranges of 0.9<=p<=1.1,\n0<=q<0.5, -0.10<=y<=0.20, and 0<=z<=0.1.\n8. The\nbattery\naccording to Claim 1,\nwherein the separator further includes a surface layer\nwhich is provided at least on one main surface of the porous\nfilm and which includes particles and a resin.\n9. The\nbattery\naccording to Claim 1,\nwherein the porous film is a polyolefin resin film.\n10. The\nbattery\naccording to Claim 1,\nwherein the thickness of the separator is -\n0.0873S2+6.9788S-122.66 µm or less.\n-120-\n11. The\nbattery\naccording to Claim 1,\nwherein the positive electrode, the negative electrode,\nthe separator, and the electrolyte are accommodated in a\nfilm-shaped exterior packaging member.\n12. The\nbattery\naccording to Claim 1,\nwherein an open-circuit voltage in a fully charged\nstate per a pair of the positive electrode and the negative\nelectrode is 4.25 V or higher.\n13. A\nbattery\npack, comprising:\nthe\nbattery\naccording to Claim 1;\na control unit that controls the\nbattery\n; and\nan exterior packaging member in which the\nbattery\nis\naccommodated.\n14. An electronic apparatus, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein\nelectric\npower is supplied from the\nbattery\n.\n15. An\nelectrically\ndriven\nvehicle\n, comprising:\nthe\nbattery\naccording to Claim 1;\na converting device to which\nelectric\npower is supplied\nfrom the\nbattery\n, and which converts the\nelectric\npower to a\ndriving force of the\nvehicle\n; and\n- 121 -\na control device that performs information processing\nrelating to\nvehicle\ncontrol on the basis of information\nrelating to the\nbattery\n.\n16. An\nelectrical\nstorage device, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein the\nelectrical\nstorage device supplies\nelectric\npower to an electronic apparatus that is connected to the\nbattery\n.\n17. The\nelectrical\nstorage device according to Claim 16,\nfurther comprising:\na power information control device that transmits and\nreceives a signal to and from other apparatuses through a\nnetwork,\nwherein charging and discharging control of the\nbattery\nis performed on the basis of information that is received by\nthe power information control device.\n18. A power system,\nwherein\nelectric\npower is supplied from the\nbattery\naccording to Claim 1, or\nelectric\npower is supplied to the\nbattery\nfrom a power generating device or a power network. | 2013-215006 | Japan | 2013-10-15 | L'objectif de la présente invention est de proposer une batterie capable de minimiser une quelconque chute de capacité entraînée par une charge et une décharge répétées, et un bloc batterie, un dispositif électronique, un véhicule électrique, un dispositif de stockage électrique, et un système électrique associés. La présente invention est une batterie dans laquelle la densité de surface (mg/cm2) d'une couche de matériau actif d'électrode positive est 27 mg/cm2 ou plus, et le film poreux inclus dans un séparateur possède une configuration qui satisfait aux formules suivantes : 0,04=Ri=?0,07L?0,09×S+4,99 ; Ri=t2L/?' ; ?'=[{(L×?/100?Rz×0,46/3}/L)]×100 ; t={(1,216×?'Td×10?4)/L}0,5 [Ri : résistance de film (µm), L : épaisseur de film (µm), t : tortuosité, T : perméabilité à l'air (sec/100 cc), d : diamètre des pores (nm), Rz : hauteur maximum de rugosité de surface (valeur totale pour surface avant et surface arrière) (µm), ? : porosité (%), ?' : porosité corrigée (%), S : densité de surface de matériau actif d'électrode positive (mg/cm2)] | True |
| 383 | Patent 2894233 Summary - Canadian Patents Database | CA 2894233 | NaN | BATTERYWITH IMPROVED CYCLE CHARACTERISTICS,BATTERYPACK, ELECTRONIC APPARATUS,ELECTRICALLYDRIVENVEHICLE,ELECTRICALSTORAGE DEVICE, AND POWER SYSTEM | BATTERIE AYANT DES CARACTERISTIQUES DE CYCLE AMELIOREES, BLOC-BATTERIE, APPAREIL ELECTRONIQUE, VEHICULE ENTRAINE ELECTRIQUEMENT, DISPOSITIF DE STOCKAGE D'ELECTRICITE ET SYSTEME D'ALIMENTATION | NaN | ABE, TOMOHIRO, TAKAGI, KENTARO | 2020-03-24 | 2014-08-21 | GOWLING WLG (CANADA) LLP | English | MURATA MANUFACTURING CO., LTD. | - 117 -\nCLAIMS\n1. A\nbattery\n, comprising:\na positive electrode that includes a positive electrode\ncurrent collector, and a positive electrode active material\nlayer which includes a positive electrode active material\nand is provided on both aurfaces of the positive electrode\ncurrent collector;\na negative electrode;\na separator that includes at least a porous film; and\nan electrolyte,\nwherein the positive electrode active material includes\na positive electrode material including a lithium cobalt\ncomposite oxide which has a layered structure and includes\nat least lithium and cobalt,\nan area density S in mg/cm2 of the positive electrode\nactive material layer is 27 mg/cm2 or greater, and\nthe porous film satisfies the following expressions:\n0.04<=Ri<=.-0.07L-0.09xS+4.99,\nRi=.tau.2L/.epsilon.',\n.epsilon.' =[{(Lx.epsilon./100)-Rzx0.46/3}/L]x100, and\n.tau.={(1.216x.epsilon.'Tdx10-4)/L}0.5,\nwherein Ri is a film resistance in µm, L is a film\nthickness in µm, .tau. is a tortuosity factor, T is air\npermeability in sec/100 cc, d is a pore size in nm, Rz is a\n- 118 -\nsurface roughness maximum height and is a sum of values of a\nfront surface and a rear surface in µm, .epsilon. is porosity in %,\n.epsilon.' is corrected porosity in %, and S is the area density of\nthe positive electrode active material layer in mg/cm2.\n2. The\nbattery\naccording to Claim 1,\nwherein the electrolyte includes an electrolyte\nsolution and a polymer compound, and the electrolyte is a\ngel-type electrolyte in which the electrolyte solution is\nretained by the polymer compound.\n3. The\nbattery\naccording to Claim 2,\nwherein the electrolyte further includes particles.\n4. The\nbattery\naccording to Claim 1,\nwherein the area density S in mg/cm2 of the positive\nelectrode active material layer is 51 mg/cm2 or less.\n5. The\nbattery\naccording to Claim 1,\nwherein a thickness of the separator is 3 µm to 17 µm.\n6. The\nbattery\naccording to Claim 1,\nwherein the positive electrode material is a coating\nparticle that further includes a coating layer provided at\nleast on a part of a surface of a particle of the lithium\n- 119 -\ncobalt composite oxide.\n7. The\nbattery\naccording to Claim 1,\nwherein the lithium cobalt composite oxide is at least\none kind of a lithium cobalt composite oxide expressed by:\nLip CO (1-q)M1q O (2-y) X z\nwherein M1 represents at least one kind excluding\ncobalt, Co, among elements selected from Group 2 to Group\n15, and X represents at least one kind excluding oxygen, O,\namong elements in Group 16 and elements in Group 17, and\nwherein p, q, y, and z are values in ranges of 0.9<=p<=1.1,\n0<=q<0.5, -0.10<=y<=0.20, and 0<=z<=0.1.\n8. The\nbattery\naccording to Claim 1,\nwherein the separator further includes a surface layer\nwhich is provided at least on one main surface of the porous\nfilm and which includes particles and a resin.\n9. The\nbattery\naccording to Claim 1,\nwherein the porous film is a polyolefin resin film.\n10. The\nbattery\naccording to Claim 1,\nwherein the thickness of the separator is -\n0.0873S2+6.9788S-122.66 µm or less.\n-120-\n11. The\nbattery\naccording to Claim 1,\nwherein the positive electrode, the negative electrode,\nthe separator, and the electrolyte are accommodated in a\nfilm-shaped exterior packaging member.\n12. The\nbattery\naccording to Claim 1,\nwherein an open-circuit voltage in a fully charged\nstate per a pair of the positive electrode and the negative\nelectrode is 4.25 V or higher.\n13. A\nbattery\npack, comprising:\nthe\nbattery\naccording to Claim 1;\na control unit that controls the\nbattery\n; and\nan exterior packaging member in which the\nbattery\nis\naccommodated.\n14. An electronic apparatus, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein\nelectric\npower is supplied from the\nbattery\n.\n15. An\nelectrically\ndriven\nvehicle\n, comprising:\nthe\nbattery\naccording to Claim 1;\na converting device to which\nelectric\npower is supplied\nfrom the\nbattery\n, and which converts the\nelectric\npower to a\ndriving force of the\nvehicle\n; and\n- 121 -\na control device that performs information processing\nrelating to\nvehicle\ncontrol on the basis of information\nrelating to the\nbattery\n.\n16. An\nelectrical\nstorage device, comprising:\nthe\nbattery\naccording to Claim 1,\nwherein the\nelectrical\nstorage device supplies\nelectric\npower to an electronic apparatus that is connected to the\nbattery\n.\n17. The\nelectrical\nstorage device according to Claim 16,\nfurther comprising:\na power information control device that transmits and\nreceives a signal to and from other apparatuses through a\nnetwork,\nwherein charging and discharging control of the\nbattery\nis performed on the basis of information that is received by\nthe power information control device.\n18. A power system,\nwherein\nelectric\npower is supplied from the\nbattery\naccording to Claim 1, or\nelectric\npower is supplied to the\nbattery\nfrom a power generating device or a power network. | 2013-215006 | Japan | 2013-10-15 | L'objectif de la présente invention est de proposer une batterie capable de minimiser une quelconque chute de capacité entraînée par une charge et une décharge répétées, et un bloc batterie, un dispositif électronique, un véhicule électrique, un dispositif de stockage électrique, et un système électrique associés. La présente invention est une batterie dans laquelle la densité de surface (mg/cm2) d'une couche de matériau actif d'électrode positive est 27 mg/cm2 ou plus, et le film poreux inclus dans un séparateur possède une configuration qui satisfait aux formules suivantes : 0,04=Ri=?0,07L?0,09×S+4,99 ; Ri=t2L/?' ; ?'=[{(L×?/100?Rz×0,46/3}/L)]×100 ; t={(1,216×?'Td×10?4)/L}0,5 [Ri : résistance de film (µm), L : épaisseur de film (µm), t : tortuosité, T : perméabilité à l'air (sec/100 cc), d : diamètre des pores (nm), Rz : hauteur maximum de rugosité de surface (valeur totale pour surface avant et surface arrière) (µm), ? : porosité (%), ?' : porosité corrigée (%), S : densité de surface de matériau actif d'électrode positive (mg/cm2)] | True |
| 384 | Patent 2012390 Summary - Canadian Patents Database | CA 2012390 | NaN | ENGINE STARTER SYSTEM | SYSTEME DE DEMARRAGE DU MOTEUR | 342/29.5 | SHIRATA, AKIHIRO, TSUCHIYA, YOSHINOBU, KURABAYASHI, KEN | 1997-07-08 | 1990-03-16 | OSLER, HOSKIN & HARCOURT LLP | English | ISUZU MOTORS LIMITED | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An engine starter system comprising:\na\nbattery\n;\nan engine starter for starting an engine with\nelectric\npower from said\nbattery\n;\nboost control means connected to said\nbattery\nfor\nboosting\nelectric\npower from said\nbattery\n;\na large-capacitance capacitor connected to said\nboost control means and chargeable by the boosted\nelectric\npower from said boost control means;\na starter switch connected to said\nbattery\nparallel\nto said capacitor; and\nenergizing means for energizing said engine starter\nwith\nelectric\nenergy stored in said capacitor when said\nstarter switch is closed.\n2. An engine starter system according to claim 1,\nwherein said capacitor comprises an\nelectric\ndouble layer\ncapacitor.\n3. An engine starter system according to claim 1,\nwherein said boost control means comprises a boost\ntransformer for increasing the voltage of the\nelectric\npower from\nsaid\nbattery\n, a switching circuit for converting a current\nfrom said\nbattery\ninto a pulsating current flowing through\nsaid boost transformer, and a rectifying circuit for\nrectifying the pulsating current whose voltage is increased by\nsaid boost transformer.\n4. An engine starter system according to claim 1,\nwherein said starter switch includes a manually operable\nswitch contact for energizing said boost control means.\n5. An engine starter system according to claim 1,\nfurther comprising voltage indicator means connected to said\ncapacitor, for detecting and indicating the voltage across\nsaid capacitor.\n- 13 - | 082509/1989 | Japan | 1989-03-31 | Système de démarrage de moteur conçu pour faire fonctionner un démarreur de moteur au moyen de l'énergie électrique fournie par une batterie montée sur un véhicule automobile, comportant un contrôleur de suractivation pour suractiver l'alimentation électrique de la batterie ainsi qu'un condensateur à grande capacité, chargé par l'énergie électrique, laquelle est suractivée par le controleur de suractivation. Le démarreur du moteur est mû par l'énergie électrique stockée dans le condensateur à une tension supérieure à celle de la batterie. | True |
| 385 | Patent 2254027 Summary - Canadian Patents Database | CA 2254027 | NaN | ELECTRICVEHICLEWITH VARIABLE EFFICIENCY REGENERATIVE BRAKING DEPENDING UPONBATTERYCHARGE STATE | VEHICULE ELECTRIQUE DONT L'EFFICACITE VARIABLE DU FREINAGE PAR RECUPERATION DEPEND DE L'ETAT DE LA CHARGE DE LA BATTERIE | NaN | LYONS, ARTHUR P., GREWE, TIMOTHY M. | 2006-03-21 | 1998-11-12 | OSLER, HOSKIN & HARCOURT LLP | English | BAE SYSTEMS CONTROLS, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A method for operating an\nelectric\nvehicle\nwhich includes a traction motor connected for driving at\nleast one drive wheel of said\nvehicle\n, and for converting\nmotion of said\nvehicle\ninto\nelectrical\nenergy during\nbraking, said method comprising the steps of:\nreturning substantially all of the energy from\nsaid traction motor to said\nbatteries\nduring braking, at\na maximum efficiency of said traction motor operated as a\ngenerator, when said\nbatteries\nare at a first charge\ncondition which is less than full charge;\nadjusting the efficiency of said traction motor\nto a level intermediate said maximum efficiency and zero\nefficiency, for returning less than all of said energy\nfrom said traction motor to said\nbatteries\nduring braking\nwhen said\nbatteries\nare at a charge level between said\nfirst charge condition and said full-charge condition;\nand\nadjusting the efficiency of said traction motor\nto a selected low efficiency, for returning the minimum\namount of said energy from said traction motor to said\nbatteries\nwhen said\nbatteries\nreach said full-charge\ncondition.\n2. ~A method according to claim 1, wherein\nsaid steps of adjusting the efficiency of said traction\nmotor operated as a generator includes the step of\nchanging the slip frequency of said traction motor.\n3. ~A method according to claim 1, wherein\nsaid steps of adjusting the efficiency of said traction\n-30-\nmotor operated as a generator includes the step of\nchanging the field current in said traction motor.\n4. A method according to claim 1, wherein\nsaid steps of adjusting the efficiency of said traction\nmotor operated as a generator includes the step of\npassing a direct current through a winding of said\ntraction motor.\n-31- | 60/066,736 | United States of America | 1997-11-21 | L'invention concerne un véhicule électrique qui est réglé pour que son fonctionnement corresponde à celui d'un véhicule à moteur à combustion interne. Dans certains modes de réalisation, la charge des batteries effectuée par la source auxiliaire d'électricité et par le freinage rhéostatique est mise en rampe en magnitude lorsque les batteries se trouvent dans un état de charge entre charge partielle et charge complète, la magnitude de la charge étant liée à l'état de charge relatif de la batterie. L'insuffisance entre la demande du moteur de traction et l'énergie disponible en provenance de la source électrique auxiliaire provient des batteries dans une quantité qui est fonction de l'état des batteries, de manière que la quantité totale de l'insuffisance est fournie lorsque les batteries sont proches de la charge complète, et peu ou aucune énergie n'est fournie par les batteries lorsqu'elles sont proches d'un état déchargé. Aux états de charge des batteries entre charge presque complète et décharge presque complète, les batteries fournissent une quantité d'énergie qui est fonction, monotoniquement, de l'état de charge. La charge des batteries à partir de la source auxiliaire est réduite lors du freinage rhéostatique lorsque les batteries sont proches de la charge complète. Une régulation de la quantité d'énergie renvoyée lors du freinage rhéostatique peut être réalisée en régulant l'efficacité de transduction du moteur de traction fonctionnant à titre de générateur. | True |
| 386 | Patent 3136213 Summary - Canadian Patents Database | CA 3136213 | NaN | BATTERYMANAGEMENT SYSTEMS AND METHODS | SYSTEMES ET PROCEDES DE GESTION DE BATTERIE | NaN | LOMBARDO, DAVID | NaN | 2020-03-06 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | OSHKOSH CORPORATION | CA 03136213 2021-10-05\nWO 2020/205165 PCT/US2020/021580\nWHAT IS CLAIMED IS:\n1. A lift device comprising:\na base having a plurality of wheels;\na drive motor configured to rotate at least one wheel of the plurality of\nwheels to propel\nthe lift device;\na steering system operably coupled to at least one of the plurality of wheels\nto steer the\nlift device;\na linear actuator configured to selectively move a work platform configured to\nsupport a\nload between a raised position and a lowered position, the linear actuator\nhaving an\nelectric\nmotor;\na\nbattery\nconfigured to selectively apply power to the linear actuator and the\ndrive\nmotor; and\na control system configured to manage a\nbattery\nusage of the\nbattery\nduring\noperation,\nthe control system comprising:\na\nvehicle\ncontroller in communication with the drive motor, the steering\nsystem,\nand the\nbattery\n; and\na lift controller in communication with the\nvehicle\ncontroller and the linear\nactuator;\nwherein at least one of the\nvehicle\ncontroller and the lift controller is\nconfigured\nto receive current delivery limits and regeneration limits of the\nbattery\nand\nto limit\noperational speeds of at least one of the drive motor, the steering system,\nand the linear\nactuator based on the current delivery limits and the regeneration limits.\n2. The lift device of claim 1, wherein the at least one of the\nvehicle\ncontroller and the lift\ncontroller is configured to receive the current delivery limits and the\nregeneration limits of the\nbattery\nfrom at least one of the drive motor, the steering system, and the\nbattery\n.\n3. The lift device of claim 2, wherein the operational speeds of the lift\ndevice are limited\nby the at least one of the\nvehicle\ncontroller and the lift controller by\nlimiting a drive speed of\nthe drive motor and a lift speed of the linear actuator to stay within the\ncurrent delivery limits.\n-14-\nCA 03136213 2021-10-05\nWO 2020/205165 PCT/US2020/021580\n4. The lift device of claim 3, wherein the control system is configured to\nallow the lift\ndevice to operate in a limited or scaled capacity when normal operational\nspeeds would cause\nan over-current shutdown fault within the\nbattery\n.\n5. The lift device of claim 4, further comprising:\na retractable lift mechanism having a first end coupled to the base and being\nmoveable\nbetween an extended position and a retracted position.\n6. The lift device of claim 5, wherein the work platform is coupled to and\nsupported by a\nsecond end of the retractable lift mechanism and the linear actuator is\nconfigured to move the\nwork platform between the raised position and the lowered position by moving\nthe retractable\nlift mechanism between the extended position and the retracted position.\n7. The lift device of claim 1, further comprising a rechargeable\nbattery\nsystem\nincluding the\nbattery\n, a heating system, and a\nbattery\ncharger, the heating\nsystem configured to\nselectively provide heat to the\nbattery\n, the\nbattery\ncharger configured to\nselectively charge the\nbattery\nand to selectively charge the heating system.\n8. The lift device of claim 7, wherein the\nbattery\ncharger is configured to\nselectively\ncharge the\nbattery\nand the heating system simultaneously, such that the\nbattery\nand the heating\nsystem are charged simultaneously using only a single power source providing\npower to the\nbattery\ncharger.\n9. The lift device of claim 8, wherein the heating system is a blanket\nheater.\n10. The lift device of claim 9, wherein the heating system is configured to\nprovide the heat\nto the\nbattery\nwhen an ambient temperature is below zero degrees Celsius.\n-15-\nCA 03136213 2021-10-05\nWO 2020/205165 PCT/US2020/021580\n11. A lift device comprising:\na base having a plurality of wheels;\na linear actuator configured to selectively move a work platform configured to\nsupport a\nload between a raised position and a lowered position, the linear actuator\nhaving an\nelectric\nmotor; and\na rechargeable\nbattery\nsystem including a\nbattery\n, a heating system, and a\nbattery\ncharger, the\nbattery\nconfigured to power the\nelectric\nmotor of the linear\nactuator, the heating\nsystem configured to selectively provide heat to the\nbattery\n, the\nbattery\ncharger configured to\nselectively charge the\nbattery\nand to selectively charge the heating system;\nwherein the heating system is configured to receive power from the\nbattery\nthrough a\nbattery\npower connection and to receive power from the\nbattery\ncharger through\na\nbattery\ncharger power connection.\n12. The lift device of claim 11, wherein the\nbattery\ncharger is configured\nto selectively\ncharge the\nbattery\nand the heating system simultaneously, such that the\nbattery\nand the heating\nsystem are charged simultaneously using only a single power source providing s\nto the\nbattery\ncharger.\n13. The lift device of claim 12, wherein the heating system is a blanket\nheater.\n14. The lift device of claim 13, wherein the heating system is configured\nto provide the heat\nto the\nbattery\nwhen an ambient temperature is below zero degrees Celsius.\n15. The lift device of claim 14, further comprising:\na drive motor configured to rotate at least one wheel of the plurality of\nwheels to propel\nthe lift device; and\na steering system operably coupled to at least one of the plurality of wheels\nto steer the\nlift device.\n16. The lift device of claim 15, further comprising:\n-16-\nCA 03136213 2021-10-05\nWO 2020/205165 PCT/US2020/021580\na control system configured to manage a\nbattery\nusage of the\nbattery\nduring\noperation,\nthe control system comprising:\na\nvehicle\ncontroller in communication with the drive motor, the steering\nsystem,\nand the\nbattery\n; and\na lift controller in communication with the\nvehicle\ncontroller and the linear\nactuator;\nwherein at least one of the\nvehicle\ncontroller and the lift controller is\nconfigured\nto receive current delivery limits and regeneration limits of the\nbattery\nand\nto limit\noperational speeds of at least one of the drive motor, the steering system,\nand the linear\nactuator based on the current delivery limits and the regeneration limits.\n17. A rechargeable\nbattery\nsystem for a lift device, the rechargeable\nbattery\nsystem\ncomprising:\na\nbattery\nconfigured to power at least one component of the lift device;\na heating system configured to selectively provide heat to the\nbattery\n; and\na\nbattery\ncharger configured to selectively charge the\nbattery\nand to\nselectively charge\nthe heating system;\nwherein the heating system is configured to selectively receive power from the\nbattery\nthrough a\nbattery\npower connection and to selectively receive power from the\nbattery\ncharger\nthrough a\nbattery\ncharger power connection.\n18. The rechargeable\nbattery\nsystem of claim 17, wherein the\nbattery\ncharger is configured\nto selectively charge the\nbattery\nand the heating system simultaneously, such\nthat the\nbattery\nand the heating system are charged simultaneously using only a single power\nsource providing\npower to the\nbattery\ncharger.\n19. The rechargeable\nbattery\nsystem of claim 18, wherein the heating system\nis a blanket\nheater.\n-17-\nCA 03136213 2021-10-05\nWO 2020/205165 PCT/US2020/021580\n20. The rechargeable\nbattery\nsystem of claim 19, wherein the heating system\nis configured\nto provide the heat to the\nbattery\nwhen an ambient temperature is below zero\ndegrees Celsius.\n-18- | 62/829,917 | United States of America | 2019-04-05 | Selon l'invention, un dispositif de levage comprend une base, un actionneur linéaire et un système de batterie rechargeable. La base comporte une pluralité de roues. L'actionneur linéaire est conçu pour déplacer sélectivement une plateforme de travail configurée pour supporter une charge entre une position levée et une position abaissée. L'actionneur linéaire comporte un moteur électrique. Le système de batterie rechargeable contient une batterie, un système de chauffage et un chargeur de batterie. La batterie est configurée pour alimenter le moteur électrique de l'actionneur linéaire. Le système de chauffage est configuré pour fournir sélectivement de la chaleur à la batterie. Le chargeur de batterie est configuré pour charger sélectivement la batterie et charger sélectivement le système de chauffage. Le système de chauffage est configuré pour recevoir de l'énergie provenant de la batterie par l'intermédiaire d'une connexion d'alimentation par batterie et pour recevoir de l'énergie provenant du chargeur de batterie par l'intermédiaire d'une connexion d'alimentation par chargeur de batterie. | True |
| 387 | Patent 3219719 Summary - Canadian Patents Database | CA 3219719 | NaN | APPARATUS AND METHOD FOR CONTROLLING TRANSITIONS IN A MULTI-COMBUSTION MODE INTERNAL-COMBUSTION ENGINE WITHIN A HYBRID-ELECTRICVEHICLE | APPAREIL ET PROCEDE DE COMMANDE DE TRANSITIONS DANS UN MOTEUR A COMBUSTION INTERNE A MODE DE COMBUSTION MULTIPLE, DANS UN VEHICULE HYBRIDE-ELECTRIQUE | NaN | SHUI, FANG | NaN | 2022-05-14 | CPST INTELLECTUAL PROPERTY INC. | English | SHUI, FANG | WO 2022/248966\nPCT/IB2022/054506\nTHE INVENTION CLAIMED IS\n1. A method to control a hybrid\nelectric\nvehicle\n(HEV) having an\nelectric\nmachine (EM)\nmechanically linked to an internal-combustion engine (ICE) and a\nbattery\nelectrically\ncoupled to the EM, the method comprising:\ndetermining that a transition frorn a current cornbustion rnode to a new\ncombustion mode should be commanded with a transition interval occurring\nbetween\nthe current combustion mode and the new combustion mode;\nselecting one of a plurality of predetermined combustion mode-switching\noperating points for operating the ICE during the transition interval; and\ncommanding the ICE to attain the selected predeterrnined combustion mode-\nswitching operating point during the transition interval, wherein:\nwhen the selected predetermined combustion mode-switching operating\npoint of the ICE produces insufficient torque to prevent ICE speed from\ndecreasing, the EM acts as a motor and drives the ICE to thereby rnaintain the\nselected predetermined cornbustion rnode-switching operating point of the ICE;\nand\nwhen the selected predetermined combustion mode-switching operating\npoint of the ICE produces torque that would cause ICE speed to increase, the\nEM\nacts as a generator and loads the ICE to thereby maintain the selected\npredetermined combustion mode-switching operating point of the ICE.\n2. The method of claim 1, wherein:\nthe ICE undergoes preparation to operate in the new combustion mode during\nthe transition interval; and\nthe preparation involves at least one adjustment of: the intake air\ntemperature of\nLhe ICE, Lhe pressure in Lhe inlake air system of Lhe ICE, the exhaust gas\nfraction in\nintake air being inducted into the ICE, the cornpression ratio of the ICE, the\nair-fuel ratio\ninto the ICE, the fuel supply strategy including fuel injection timing and\nquantity for the\nICE, the ignition timing of the ICE, and altering the valve timing and lifting\nof valves of\nthe ICE, the rnethod further cornprising:\nCA 03219719 2023- 11- 20\nWO 2022/248966\nPCT/IB2022/054506\n31\ncommanding the ICE to operate in the new combustion mode when the\npreparation has been completed.\n3. The method of claim 1, wherein determination that the transition from the\ncurrent\ncombustion mode to the new combustion mode is based on at least one of:\nstate of charge of the\nbattery\n;\nthe ICE operating points to support stable combustion in the new combustion;\nthe demand for torque from the HEV by an operator of the\nvehicle\nand an\nexpected duration of the transition interval; and\nthe efficiency of the HEV operating in the new combustion mode being greater\nthan efficiency of the HEV operating in the current combustion mode.\n4. The method of clahn 1, wherein:\nthe HEV is a series configuration;\nthe EM is a first EM mechanically linked to the ICE and\nelectrically\ncoupled\nto the\nbattery\n;\nthe HEV further comprises:\na second EM\nelectrically\ncoupled to the\nbattery\n; and\ndriving wheels which are HEV mechanically connected to the second EM.\n5. The method of claim 1, wherein:\nthe HEV is a parallel configuration;\nthe EM is a first EM\nelectrically\ncoupled to the\nbattery\n; and\nthe EM mechanically linked to the ICE and both mechanically connected to\ndriving wheels of the HEV during the transition.\n6. A hybrid\nelectric\nvehicle\n(HEV), comprising:\nan\nelectric\nmachine (EM);\nan internal-combustion engine (ICE) mechanically linked to the EM;\na\nbattery\nelectrically\ncoupled to the EM; and\na\nvehicle\nsystem controller (VSC) that comprises a plurality of controllers\nthat\nare in communication with each other, wherein one of the plurality of\ncontrollers is a\ncoordination controller (CC) which coordinates the others in the plurality of\ncontrollers.\nCA 03219719 2023- 11- 20\nWO 2022/248966\nPCT/IB2022/054506\n32\n7. The HEV of claim 6 wherein:\nthe coordination controller (CC) is electronically coupled to the EM\ncontroller,\nthe ICE controller, and the\nbattery\ncontroller,\nthe CC determines that a transition from a current combustion mode to a new\ncornbustion mode should be commanded with a transition interval occurring\nbetween\nthe current combustion mode and the new combustion mode;\nthe CC selects one of a plurality of predetermined combustion mode-switching\noperating points for operating the ICE during the transition interval;\nthe CC commands the ICE to attain the selected predetermined combustion\nmode-switching operating point during the transition interval;\nwhen the selected predetermined combustion mode-switching operating point\nof the ICE produces insufficient torque to prevent ICE speed frorn decreasing\nduring the\ntransition, the EM acts as a motor and drives the ICE to thereby maintain the\nselected\npredetermined combustion mode-switching operating point of the ICE; and\nwhen the selected predetermined combustion mode-switching operating point\nof the ICE produces torque that would cause ICE speed to increase during the\ntransition,\nthe EM acts as a generator and loads the ICE to thereby maintain the selected\npredetermined combustion mode-switching operating point of the ICE.\n8. The HEV of claim 6, wherein the selected predetermined combustion mode-\nswitching\noperating point is based on at least one of: state of charge of the\nbattery\n,\noperator\ndemanded torque at the driving wheels, ICE operating points in the new\ncombustion\nmode being able to support stable combustion, the efficiency of the HEV\noperating in the\nnew combustion mode being greater than efficiency of the HEV operating in the\ncurrent\ncombustion mode.\n9. The HEV of claim 6, wherein:\nthe ICE undergoes preparation to operate in the new combustion mode during\nthe transition interval;\nthe preparation involves at least one adjustment of: the intake air\ntemperature of\nthe ICE, the pressure in the intake air system of the ICE, the exhaust gas\nfraction in\nintake air being inducted into the ICE, the compression ratio of the ICE, the\nair-fuel ratio\nCA 03219719 2023- 11- 20\nWO 2022/248966\nPCT/IB2022/054506\n33\ninto the ICE, the fuel supply strategy including fuel injection tirning and\nquantity for the\nICE, the ignition timing of the ICE, and altering the valve timing and lifting\nof valves of\nthe ICE; and\nthe CC commands the ICE to operate in the new combustion mode when the\npreparation has been completed.\n10. The HEV of claim 6, wherein determination whether to command a transition\nfrom a\ncurrent combustion mode to a new combustion rnode is based on at least one of:\nefficiency of the HEV operating in the new combustion mode being greater than\nefficiency of the HEV operating in the current combustion mode, operator\ndemanded\ntorque, the new combustion mode being able to support stable combustion, and\nstate of\ncharge of the\nbattery\n.\n11. The HEV of claim 6, wherein:\nthe HEV is a series configuration; and\nthe EM is a first EM mechanically linked to the ICE and\nelectrically\ncoupled\nto the\nbattery\n, the HEV further comprises:\na second EM\nelectrically\ncoupled to the\nbattery\n; and\ndriving wheels of the HEV are mechanically connected to the second EM.\n12. The method of claim 6, wherein:\nthe HEV is a parallel configuration;\nthe EM is a first EM\nelectrically\ncoupled to the\nbattery\n; and\nthe EM is mechanically linked to the ICE and both the EM and the ICE are\nmechanically connected to driving wheels of the HEV during the transition.\n13. A method to control a series hybrid\nelectric\nvehicle\n(HEV) having a first\nelectric\nmachine (EM1) mechanically linked to an internal-combustion engine (ICE), a\nsecond\nelectric\nmachine (EM2) mechanically connected to driving wheels of the HEV, a\nbattery\nelectrically\ncoupled to EM1 and EM2, an EM2 controller electronically coupled\nto EM2,\nand a coordination controller (CC) electronically coupled to the EM2\ncontroller, the\nmethod comprising:\nCA 03219719 2023- 11- 20\nWO 2022/248966\nPCT/IB2022/054506\n34\ndetermining that a transition frorn a current combustion mode to a new\ncombustion mode should be commanded with a transition interval occurring\nbetween\nthe current combustion mode and the new combustion mode;\nselecting one of a plurality of predetermined combustion mode-switching\noperating points for operating the ICE during the transition interval;\ncommanding the ICE to attain the selected predeterrnined combustion mode-\nswitching operating point during the transition interval; and\ncommanding the ICE to operate the new combustion mode when the preparation\nbeing completed after the transition interval.\n14. The rnethod of claim 13, wherein:\nduring the transition interval, the ICE is prepared to operate in the new\ncornbustion mode, such preparation includes atleast one adjustrnent of: the\nintake air\ntemperature of the ICE, the pressure in the intake air system of the ICE, the\nexhaust gas\nfraction in intake air being inducted into the ICE, the compression ratio of\nthe ICE, the\nair-fuel ratio into the ICE, the fuel supply strategy including fuel injection\ntiming and\nquantity for the ICE, the ignition timing of the ICE, and altering the valve\ntiming and\nlifting of valves of the ICE.\n15. The method of clahn 13, wherein:\nwhen the selected predeterrnined combustion rnode-switching operating point\nof the ICE produces insufficient torque to prevent ICE speed from decreasing,\nEM1 acts\nas a rnotor and drives the ICE to thereby maintain the selected predetermined\ncombustion mode-switching operating point of the ICE; and\nthe\nbattery\nsupplies\nelectric\npower to the EM1 for driving the ICE and\nelectric\npower to the EM2 for driving wheels of the HEV during combustion mode\ntransition;\nwhen the selected predetermined combustion mode-switching operating point\nof the ICE produces torque that would cause ICE speed to increase, EM1 acts as\na\ngenerator and loads the ICE to thereby rnaintain the selected predetermined\ncombustion mode-switching operating point of the ICE; and\nthe output\nelectric\npower of the EM1 for loading the ICE is absorbed by the\nbattery\nand supplied to the EM2 for driving wheels of the HE V during\ncombustion mode\ntransition.\nCA 03219719 2023- 11- 20\nWO 2022/248966\nPCT/IB2022/054506\n16. The method of claim 13, wherein determination whether to command a\ntransition\nfrom a current combustion mode to a new combustion mode is based on at least\none of:\nefficiency of the HEV operating in the new combustion mode being greater than\nefficiency of the HEV operating in the current combustion mode, operator\ndemanded\ntorque, the ICE operating points to support stable combustion in the new\ncombustion,\nand state of charge of the\nbattery\n.\n17. A method to control a parallel hybrid\nelectric\nvehicle\n(HEV) having an\nelectric\nmachine (EM) mechanically linked to an internal-combustion engine (ICE), both\nthe EM\nand the ICE are mechanically connected to driving wheels of the HEV, and a\nbattery\nelectrically\ncoupled to the EM, the method comprising:\ndetermining that a transition frorn a current combustion rnode to a new\ncombustion mode should be commanded with a transition interval occurring\nbetween\nthe current combustion mode and the new combustion mode;\nselecting one of a plurality of predetermined combustion mode-switching\noperating points for operating the ICE during the transition interval;\ncommanding the ICE to attain the selected predetermined combustion mode-\nswitching operating point during the transition interval; and\ncornrnanding the ICE to operate in the new cornbustion mode after the\ntransition\ninterval.\n18. The method of claim 17, wherein:\nduring the transition interval, the ICE is prepared to operate in the new\ncombustion mode, such preparation includes atleast one adjustment of: the\nintake air\ntemperature of the ICE, the pressure in the intake air system of the ICE, the\nexhaust gas\nfraction in intake air being inducted into the ICE, the compression ratio of\nthe ICE, the\nair-fuel ratio into the ICE, the fuel supply strategy including fuel injection\ntiming and\nquantity for the ICE, the ignition timing of the ICE, valve timing of the ICE,\nand lift\nprofile of valves of the ICE.\n19. The method of claim 17, wherein:\nCA 03219719 2023- 11- 20\nWO 2022/248966\nPCT/1132022/054506\n36\nwhen the selected predeterrnined cornbustion mode-switching operating point\nof the ICE produces insufficient torque to prevent ICE speed from decreasing,\nthe EM\nacts as a motor thereby driving the ICE to maintain the selected predetermined\ncombustion mode-switching operating point of the ICE and the\nbattery\nsupplies\nelectric\npower to the EM for driving both the ICE and driving wheels of the HEV during\ncombustion mode transition; and\nwhen the selected predeterrnined combustion mode-switching operating point\nof the ICE produces torque that would cause ICE speed to increase, the EM acts\nas a\ngenerator thereby loading the ICE to maintain the selected predetermined\ncombustion\nmode-switching operating point of the ICE and the output\nelectric\npower of the\nEM for\nloading the ICE is absorbed by the\nbattery\nand the ICE provides torque for\ndriving\nwheels of the HEV during the selected predetermined combustion mode-switching\ntransition.\n20. The method of claim 17, wherein determination whether to command a\ntransition\nfrom a current combustion mode to a new combustion mode is based on at least\none of:\nefficiency of the HEV operating in the new combustion mode being greater than\nefficiency of the HEV operating in the current combustion mode, operator\ndemanded\ntorque, the ICE operating points in the new combustion mode support stable\ncombustion, and state of charge of the\nbattery\n.\nCA 03219719 2023- 11- 20 | 17/329,330 | United States of America | 2021-05-25 | Les concepteurs de véhicules sont, pour la plupart, en train de renoncer aux moteurs à combustion interne au profit de moteurs électriques et à batteries. Jusqu'à ce qu'une infrastructure soit développée pour supporter une électrification totale, des véhicules électriques hybrides (HEV) qui comprennent à la fois un moteur à combustion interne (ICE) et une machine électrique constituent une étape vers une électrification et une efficacité énergétique supérieure de système tout en conservant l'autonomie attendue de véhicule. Pour obtenir une efficacité énergétique encore supérieure, des modes de combustion qui fournissent une efficacité supérieure à celle d'un fonctionnement à allumage par étincelle (SI) peuvent être utilisés dans des HEV. Un problème avec de tels modes de combustion est qu'ils ne peuvent pas être utilisés sur une plage de fonctionnement aussi importante qu'un fonctionnement à SI et que les transitions entre modes sont lentes et fastidieuses. Comme l'ICE installé dans un HEV est un moteur à mode de combustion multiple et que l'EM coordonne les commutations de mode pour qu'elles soient fluides, l'efficacité énergétique élevée des modes de combustion alternatifs peut être exploitée, ces modes apportant en même temps un fonctionnement fluide attendu par les utilisateurs de véhicule. | True |
| 388 | Patent 2254027 Summary - Canadian Patents Database | CA 2254027 | NaN | ELECTRICVEHICLEWITH VARIABLE EFFICIENCY REGENERATIVE BRAKING DEPENDING UPONBATTERYCHARGE STATE | VEHICULE ELECTRIQUE DONT L'EFFICACITE VARIABLE DU FREINAGE PAR RECUPERATION DEPEND DE L'ETAT DE LA CHARGE DE LA BATTERIE | NaN | LYONS, ARTHUR P., GREWE, TIMOTHY M. | 2006-03-21 | 1998-11-12 | OSLER, HOSKIN & HARCOURT LLP | English | BAE SYSTEMS CONTROLS, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A method for operating an\nelectric\nvehicle\nwhich includes a traction motor connected for driving at\nleast one drive wheel of said\nvehicle\n, and for converting\nmotion of said\nvehicle\ninto\nelectrical\nenergy during\nbraking, said method comprising the steps of:\nreturning substantially all of the energy from\nsaid traction motor to said\nbatteries\nduring braking, at\na maximum efficiency of said traction motor operated as a\ngenerator, when said\nbatteries\nare at a first charge\ncondition which is less than full charge;\nadjusting the efficiency of said traction motor\nto a level intermediate said maximum efficiency and zero\nefficiency, for returning less than all of said energy\nfrom said traction motor to said\nbatteries\nduring braking\nwhen said\nbatteries\nare at a charge level between said\nfirst charge condition and said full-charge condition;\nand\nadjusting the efficiency of said traction motor\nto a selected low efficiency, for returning the minimum\namount of said energy from said traction motor to said\nbatteries\nwhen said\nbatteries\nreach said full-charge\ncondition.\n2. ~A method according to claim 1, wherein\nsaid steps of adjusting the efficiency of said traction\nmotor operated as a generator includes the step of\nchanging the slip frequency of said traction motor.\n3. ~A method according to claim 1, wherein\nsaid steps of adjusting the efficiency of said traction\n-30-\nmotor operated as a generator includes the step of\nchanging the field current in said traction motor.\n4. A method according to claim 1, wherein\nsaid steps of adjusting the efficiency of said traction\nmotor operated as a generator includes the step of\npassing a direct current through a winding of said\ntraction motor.\n-31- | 60/066,736 | United States of America | 1997-11-21 | L'invention concerne un véhicule électrique qui est réglé pour que son fonctionnement corresponde à celui d'un véhicule à moteur à combustion interne. Dans certains modes de réalisation, la charge des batteries effectuée par la source auxiliaire d'électricité et par le freinage rhéostatique est mise en rampe en magnitude lorsque les batteries se trouvent dans un état de charge entre charge partielle et charge complète, la magnitude de la charge étant liée à l'état de charge relatif de la batterie. L'insuffisance entre la demande du moteur de traction et l'énergie disponible en provenance de la source électrique auxiliaire provient des batteries dans une quantité qui est fonction de l'état des batteries, de manière que la quantité totale de l'insuffisance est fournie lorsque les batteries sont proches de la charge complète, et peu ou aucune énergie n'est fournie par les batteries lorsqu'elles sont proches d'un état déchargé. Aux états de charge des batteries entre charge presque complète et décharge presque complète, les batteries fournissent une quantité d'énergie qui est fonction, monotoniquement, de l'état de charge. La charge des batteries à partir de la source auxiliaire est réduite lors du freinage rhéostatique lorsque les batteries sont proches de la charge complète. Une régulation de la quantité d'énergie renvoyée lors du freinage rhéostatique peut être réalisée en régulant l'efficacité de transduction du moteur de traction fonctionnant à titre de générateur. | True |
| 389 | Patent 3056637 Summary - Canadian Patents Database | CA 3056637 | NaN | APPARATUS FOR ENERGY TRANSFER USING CONVERTER AND METHOD OF MANUFACTURING SAME | APPAREILLAGE DE TRANSFERT D'ENERGIE FAISANT APPEL A UN CONVERTISSEUR, ET METHODE DE FABRICATION CONNEXE | NaN | KING, ROBERT DEAN, STEIGERWALD, ROBERT L. | 2022-09-27 | 2009-10-15 | CRAIG WILSON AND COMPANY | English | GENERAL ELECTRIC COMPANY | 235150-19\nWHAT IS CLAIMED IS:\n1. A\nvehicle\ncharging system for a hybrid\nelectric\nvehicle\n, the\nvehicle\ncharging system comprising:\na first energy storage device;\nan electromechanical device coupleable to the first energy storage device;\na second energy storage device;\nan input device coupleable to an external charging source and configured to\nprovide an input voltage having one of a relatively low magnitude and a\nrelatively high\nmagnitude associated with slower and faster charging rates, respectively;\na plurality of DC converters on-board the\nvehicle\nand coupled to the input\ndevice, the plurality of DC converters configured to operate in combination to\nstep up\nand step down the input voltage, the plurality of DC converters comprising a\nfirst DC\nconverter having an input coupled to the input device and an output coupled to\nthe\nsecond energy storage device and a second DC converter having an input coupled\nto\nthe first DC converter and an output coupled to the first energy storage\ndevice; and\na coupling device coupled between the first energy storage device and the\nelectromechanical device, the coupling device configured to be conducting when\nthe\nvehicle\nis in a driving mode, the coupling device configured to be non-\nconducting when\nthe first energy storage device and second energy storage device are being\ncharged;\nwherein the\nvehicle\ncharging system is programmed to:\noperate the plurality of DC converters when charging the first and\nsecond energy storage devices by:\noperating the first DC converter to boost the input voltage to an\nintermediate voltage for charging the second energy storage device; and\noperating the second DC converter to buck the intermediate\nvoltage to an output voltage for charging the first energy storage device.\n2. The\nvehicle\ncharging system of claim 1, further comprising a rectifier\ncoupled to the first DC converter.\n- 19 -\nDate recue/date received 2021-10-27\n235150-19\n3. The\nvehicle\ncharging system of claim 1, further comprising an\ninverter coupled between the electromechanical device and the first energy\nstorage\ndevice.\n4. A\nvehicle\ncomprising:\na first\nbattery\n;\na traction motor coupleable to the first\nbattery\n;\na second\nbattery\n;\nan input device coupleable to an external charging source and configured to\nprovide an input voltage having one of a relatively low magnitude and a\nrelatively high\nmagnitude associated with slower and faster charging rates, respectively;\na plurality of DC converters coupled to the input device, the plurality of DC\nconverters comprising a first DC converter having an input coupled to the\ninput device\nand an output coupled to the second\nbattery\nand a second DC converter having\nan input\ncoupled to the first DC converter and an output coupled to the first\nbattery\n,\nthe plurality\nof DC converters configured to:\nboost the input voltage to an intermediate voltage via the first DC\nconverter for charging the second\nbattery\n; and\nbuck the intermediate voltage to an output voltage via the second DC\nconverter for charging the first\nbattery\n; and\na coupling device coupled between the first\nbattery\nand the traction motor,\nthe coupling device configured to be conducting when the\nvehicle\nis in a\ndriving mode,\nthe coupling device configured to be non-conducting when the first\nbattery\nand\nsecond\nbattery\nare being charged.\n5. The\nvehicle\nof claim 4, further comprising a rectifier coupled to the\nfirst DC converter.\n6. The\nvehicle\nof claim 4, further comprising an inverter coupled\nbetween the traction motor and the first\nbattery\n.\n7. The\nvehicle\nof claim 4, wherein the\nvehicle\nis a plug-in hybrid\nelectric\nvehicle\n.\n- 20 -\nDate recue/date received 2021-10-27\n235150-19\n8. A method for charging an energy storage device on-board a\nvehicle\n,\nthe\nvehicle\nincluding a first energy storage device and a second energy\nstorage device\ncoupled to an input device and a plurality of DC converters, and a coupling\ndevice\ncoupled between the first energy storage device and an electromechanical\ndevice, the\nmethod comprising:\nproviding an input voltage via the input device, the input voltage having one\nof a relatively low magnitude and a relatively high magnitude associated with\nslower\nand faster charging rates, respectively;\nboosting the input voltage to an intermediate voltage via a first DC converter\nof the plurality of DC converters for charging the second energy storage\ndevice, the\nfirst DC converter having an input coupled to the input device and an output\ncoupled to\nthe second energy storage device;\nbucking the intermediate voltage to an output voltage via a second DC\nconverter of the plurality of DC converters for charging the first energy\nstorage device,\nthe second voltage converter having an input coupled to the first voltage\nconverter and\nan output coupled to the first energy storage device,\noperating the coupling device to be conducting when the\nvehicle\nis in a\ndriving mode; and\noperating the coupling device to be non-conducting when the first energy\nstorage device and the second energy storage device are being charged.\n9. The method of claim 8, wherein the\nvehicle\nis a plug-in hybrid\nelectric\nvehicle\n.\n10. A\nvehicle\ncomprising:\nan energy storage device;\na first voltage converter coupleable to the energy storage device via a first\nswitching device;\na traction drive coupleable to the first voltage converter, the traction drive\ncomprising an inverter coupled to a traction motor; and\na charging system on-board the\nvehicle\nand coupleable to the energy storage\ndevice via a second switching device, the charging system comprising:\na receptacle coupleable to an external charging source;\n- 21 -\nDate recue/date received 2021-10-27\n235150-19\na second voltage converter configured to boost an input voltage\nderived from the external charging source to an intermediate voltage; and\na third voltage converter configured to buck the intermediate voltage\nto an output voltage to charge the energy storage device.\n11. The\nvehicle\nof claim 10, wherein the external charging source is an\nAC source.\n12. The\nvehicle\nof claim 10, further comprising a rectifier coupled to the\nreceptacle.\n13. The\nvehicle\nof claim 10, wherein the first voltage converter is a bi-\ndirectional buck/boost converter.\n14. The\nvehicle\nof claim 10, wherein the energy storage device is a\nbattery\n.\n15. The\nvehicle\nof claim 10, further comprising a second energy storage\ndevice.\n16. The\nvehicle\nof claim 15, wherein the second energy storage device is\na\nbattery\n.\n17. The\nvehicle\nof claim 10, wherein the traction motor further operates\nas a generator during regenerative braking to charge the energy storage\ndevice.\n18. A\nvehicle\ncomprising:\nan energy storage device;\na first DC converter coupleable to the energy storage device via a first\nswitching device;\na traction motor coupled to the first DC converter; and\na charging system on-board the\nvehicle\nand coupleable to the energy storage\ndevice via a second switching device, the charging system comprising:\na receptacle coupleable to an external charging source;\n- 22 -\nDate recue/date received 2021-10-27\n235150-19\na second DC converter configured to boost an input voltage derived\nfrom the external charging source to an intermediate voltage; and\na third DC converter configured to buck the intermediate voltage to\nan output voltage to charge the energy storage device.\n19. The\nvehicle\nof claim 18, wherein the external charging source is an\nAC source.\n20. The\nvehicle\nof claim 18, further comprising a rectifier coupled to the\nreceptacle.\n21. The\nvehicle\nof claim 18, wherein the first DC converter is a bi-\ndirectional buck/boost converter.\n22. The\nvehicle\nof claim 18, wherein the energy storage device is a\nbattery\n.\n23. The\nvehicle\nof claim 18, wherein the traction motor further operates\nas a generator during regenerative braking to charge the energy storage\ndevice.\n24. The\nvehicle\nof claim 18, further comprising a switching device\ncoupled between the energy storage device and the first DC converter.\n25. The\nvehicle\nof claim 18, further comprising a switching device\ncoupled between the energy storage device and the third DC converter.\n26. A\nvehicle\ncomprising:\nan energy storage device;\na first voltage converter coupleable to the energy storage device via a first\nswitching device;\nan AC motor coupleable to the first voltage converter via an inverter; and\na charging system on-board the\nvehicle\nand coupleable to the energy storage\ndevice via a second switching device, the charging system comprising:\na receptacle coupleable to an external charging source;\n- 23 -\nDate recue/date received 2021-10-27\n235150-19\na second voltage converter configured to boost an input voltage\nderived from the external charging source to an intermediate voltage; and\na third voltage converter configured to buck the intermediate voltage\nto an output voltage to charge the energy storage device.\n- 24 -\nDate recue/date received 2021-10-27 | 12/256,466 | United States of America | 2008-10-22 | Selon un mode de réalisation de l'invention, un circuit d'entraînement du moteur (100, 142, 148, 156, 200, 212, 232, 238) comprend un premier dispositif de stockage d'énergie (102) configuré pour fournir de l'énergie électrique, un convertisseur DC-DC bidirectionnel (106, 158, 160, 162) couplé au premier dispositif de stockage d'énergie (102), un onduleur de tension (134) couplé au convertisseur DC-DC bidirectionnel (106, 158, 160, 162), et un dispositif d'entrée (124) configuré pour recevoir l'énergie électrique d'une source d'énergie extérieure (132). Le circuit d'entraînement du moteur (100, 142, 148, 156, 200, 212, 232, 238) comprend également un système de couplage (116) couplé au dispositif d'entrée (124), au premier dispositif de stockage d'énergie (102) et au convertisseur DC-DC bidirectionnel (106, 158, 160, 162). Le système de couplage (116) a une première configuration conçue pour transmettre l'énergie électrique au premier dispositif de stockage d'énergie (102) par l'intermédiaire du convertisseur DC-DC bidirectionnel (106, 158, 160, 162), et a une deuxième configuration conçue pour transmettre l'énergie électrique au premier dispositif de stockage d'énergie (102) à l'onduleur de tension (134) au moyen du convertisseur DC-DC bidirectionnel (106, 158, 160, 162). | True |
| 390 | Patent 3056907 Summary - Canadian Patents Database | CA 3056907 | NaN | ELECTRICVEHICLE(EV) FAST RECHARGE STATION AND SYSTEM | STATION ET SYSTEME DE RECHARGE RAPIDE DE VEHICULE ELECTRIQUE (EV) | NaN | STANFIELD, JAMES RICHARD | 2022-09-06 | 2018-03-23 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power for charging the first\nelectrical\npower reservoir from the\nAC to DC\npower converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower; and\nan EV charger connected in circuit with the first DC to DC converter, the\nEV charger configured and arranged for receiving DC power from the first DC to\nDC\nconverter and converting the DC power to DC power suitable for charging the\nEV, the\nEV charger comprising a second DC to DC converter,\nwherein the first DC to DC converter and second DC to DC converter\nare\nelectrically\nconnected in circuit between the first\nelectrical\npower\nreservoir and the\nEV when charging the EV.\n2. The station according to claim 1, wherein the AC to DC converter\ncomprises a rectifier configured and arranged for converting the AC power from\nthe\npower source to DC power, and a third DC to DC power converter for converting\nthe\nDate Recue/Date Received 2021-09-07\nDC power from the rectifier of the AC to DC converter to DC power suitable for\ncharging the first\nelectrical\npower reservoir.\n3. The station according to claim 1, wherein the AC to DC converter\ncomprises an\nelectric\nfilter configured and arranged for receiving DC power\nfrom a\nthird DC to DC converter prior to supplying power to the first\nelectrical\npower\nreservoir.\n4. The station according to claim 3, wherein the\nelectric\nfilter is an LC\nfilter.\n5. The station according to claim 1, wherein the first\nelectrical\npower\nreservoir comprises a flow\nbattery\n.\n6. The station according to claim 1, wherein the first\nelectrical\npower\nreservoir comprises a Li-ion\nbattery\n.\n7. The station according to claim 1, further comprising a pump configured\nfor connecting to and charging the EV, the pump is in circuit with the first\nelectrical\npower reservoir and a second reservoir, the pump is configured and arranged to\nreceive power from at least one of the first\nelectrical\npower reservoir and\nthe second\nelectrical\npower reservoir.\n8. The station according to claim 7, wherein the second\nelectrical\npower\nreservoir comprises a Li-ion\nbattery\n.\n9. The station according to claim 7, further comprising a pump configured\nfor connecting to and charging the EV, the pump is configured and arranged for\nselectively providing power for charging the EV from at least one of the first\nelectrical\npower reservoir and the second\nelectrical\npower reservoir.\n10. The station according to claim 7, further comprising a pump configured\nfor connecting to and charging the EV, the pump is configured and arranged for\n21\nDate Recue/Date Received 2021-09-07\nsimultaneously providing power for charging the EV from both the first\nelectrical\npower reservoir and the second\nelectrical\npower reservoir.\n11. The station according to claim 1, wherein the station is configured and\narranged for selectively providing power to the first DC-DC converter from the\nfirst\nelectrical\npower reservoir or from the AC to DC power converter.\n12. The station according to claim 1, wherein the station is configured and\narranged for simultaneously providing power to the first DC-DC converter from\nthe\nfirst\nelectrical\npower reservoir and the AC to DC power converter.\n13. The station according to claim 1, further comprising an electronic\ncontroller configured and arranged for controlling charging of the first\nelectrical\npower\nreservoir.\n14. The station according to claim 1, further comprising a pump comprising\na housing or compartment, the pump connected in circuit with the first\nelectrical\npower reservoir, wherein the EV charger is located within the housing or\ncompartment of the pump.\n15. The station according to claim 1, wherein the station comprises\nmultiple\nEV chargers.\n16. The station according to claim 1, wherein the station comprises\nmultiple\npumps each having an EV charger.\n17. The station according to claim 1, wherein the station is configured and\narranged for selectively or simultaneously providing power to the first DC-DC\nconverter from the first\nelectrical\npower reservoir and the AC to DC power\nconverter.\n18. The station according to claim 1, wherein the station comprises one or\nmore pumps providing both EV charging of EVs and fueling of fuel type\nvehicles\n.\n19. The station according to claim 18, wherein the fuel is gasoline.\n22\nDate Recue/Date Received 2021-09-07\n20. The station according to claim 1, wherein the charging station is\nconfigured to deliver at least 350 kW to recharge the EV.\n21. The station according to claim 1, wherein the charging station is\nconfigured to fast charge the EV at charge currents of 400-500 amps.\n22. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving power from the AC to DC power converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\npower from the first\nelectrical\npower reservoir;\nan EV charger comprising a second DC to DC converter and a second\nelectrical\nreservoir, the EV charger connected in circuit with the first DC to\nDC\nconverter, the EV charger configured and arranged for receiving DC power from\nthe\nfirst DC to DC converter and converting the DC power from at least one of the\nfirst\nDC to DC converter and the second\nelectrical\npower reservoir to DC power for\ncharging the EV, wherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected in circuit between the first\nelectrical\npower\nreservoir and the EV when charging the EV, and\n23\nDate Recue/Date Received 2021-09-07\nwherein at least one of the first\nelectrical\npower reservoir and the\nsecond\nelectrical\nreservoir are connected in circuit with the EV when charging\nthe EV.\n23. The station according to claim 22, wherein the first\nelectrical\npower\nreservoir is a Li-ion\nbattery\n.\n24. The station according to claim 22, wherein the first\nelectrical\npower\nreservoir is located within a pump.\n25. The station according to claim 24, wherein the second DC to DC\nconverter is located within the pump.\n26. The station according to claim 22, including a current limiter provided\nbetween the first DC to DC converter and the first\nelectrical\npower reservoir.\n27. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC power converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC power converter configured and\narranged for receiving power from at least one of the AC to DC power converter\nand\nthe first\nelectrical\nreservoir; and\n24\nDate Recue/Date Received 2021-09-07\nan EV charger comprising a second DC to DC converter and a second\nelectrical\npower reservoir, the EV charger connected in circuit with the first\nDC to DC\npower converter, the EV charger configured and arranged for charging the EV\nwith\npower from at least one of the first\nelectrical\npower reservoir and the second\nelectrical\npower reservoir,\nwherein at least one of the first DC to DC converter and the second DC\nto DC converter are\nelectrically\nconnected in circuit between the first\nelectrical\nreservoir and the EV when charging the EV.\n28. The station according to claim 1, wherein the EV charger comprises a\nLi-ion\nbattery\n.\n29. The station according to claim 1, wherein the station comprises one or\nmore rows of gas or gasoline only pumps and one or more rows of\nelectric\ncharging\nonly\nelectric\npumps or EV rechargers.\n30. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the\nelectrical\nreservoir; and\nDate Recue/Date Received 2021-09-07\na pump comprising an EV charger having an EV connector, the EV\ncharger connected in circuit with the first DC to DC converter, the EV charger\nconfigured and arranged for receiving DC power from the first DC to DC\nconverter,\nthe EV charger comprising a second DC-DC converter,\nwherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected in circuit between the first\nelectrical\nreservoir and\nthe EV charger.\n31. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC converter connected in circuit with the AC power\nsource, the first DC to DC power converter configured and arranged for\nreceiving DC\npower from the\nelectrical\nreservoir; and\nan EV charger disposed within a pump housing, the EV charger\nconnected in circuit with the first DC to DC converter, the EV charger\nconfigured and\narranged for receiving DC power from the first DC to DC converter, the EV\ncharger\ncomprising a second DC to DC converter,\n26\nDate Recue/Date Received 2021-09-07\nwherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected between the\nelectrical\nreservoir and the\nEV when\ncharging the EV.\n32. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit to the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit to the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC converter connected in circuit to the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower; and\nan\nelectric\npump comprising an EV charger, the\nelectric\npump\nconnected in circuit with the first DC to DC converter, the\nelectric\npump\nconfigured\nand arranged for receiving DC power from the first DC to DC converter, the\nelectric\npump comprising a second DC to DC converter,\nwherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected between the first\nelectrical\nreservoir\nand the EV\nwhen charging the EV.\n27\nDate Recue/Date Received 2021-09-07\n33. The station according to claim 32, wherein the\nelectric\npump further\ncomprises a second\nelectrical\npower reservoir located within the\nelectric\npump\nfor\nstoring power at the\nelectric\npump.\n34. The station according to claim 32, further comprising a third DC to DC\nconverter located between the AC to DC converter and the first\nelectrical\npower\nreservoir.\n35. The station according to claim 32, wherein the\nelectric\npump comprises\na housing, and the EV charger is disposed within the housing.\n36. The station according to claim 32, wherein the station is configured\nand\narranged so that the voltage provided by the first\nelectrical\npower reservoir\nfor\ncharging an EV\nbattery\nis adjustable and assumes several different\nintermediate\nlevels during a charging process.\n37. The station according to claim 32, wherein the first DC to DC converter\nis configured and arranged to provide multiple stages of converting voltage.\n38. The station according to claim 37, wherein the first DC to DC converter\nis configured and arranged to provide a boost stage to step up voltage\nfollowed by a\nback stage to down convert the voltage to a voltage of an EV\nbattery\n.\n39. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\n28\nDate Recue/Date Received 2021-09-07\nreceiving DC power for charging the first\nelectrical\npower reservoir from the\nAC to DC\npower converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower;\na second\nelectrical\npower reservoir connected in circuit with the first DC\nto DC converter, the second\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power for charging the second\nelectrical\npower reservoir from\nfirst DC to\nDC converter;\na pump comprising and EV connector and an EV charger, the pump\nconnected or connectable in circuit with at least one of the first DC to DC\nconverter\nand the second\nelectrical\npower reservoir, the pump configured and arranged\nfor\nreceiving DC power from at least one of the first DC to DC converter and the\nsecond\nelectrical\npower reservoir, the EV charger comprising a second DC to DC\nconverter.\n40. The station according to claim 1, further comprising a pump comprising\nthe EV charger.\n41. The station according to claim 40, wherein the pump is configured to\ndispense gasoline to a gasoline powered\nvehicle\nand configured to connect to\nand\ncharge the EV.\n42. The station according to claim 40, wherein the pump is configured to\nconnect to and charge the EV.\n43. The station according to claim 40, wherein the pump comprises a pump\nhousing, a gasoline hose extending from the pump housing, a gasoline nozzle\nconnected to the gasoline hose, and a charging cable extending from the pump\nhousing, and an EV connector connected to the charging cable.\n29\nDate Recue/Date Received 2021-09-07\n44. The station according to claim 40, wherein the pump comprises a\nsecond\nelectrical\npower reservoir disposed within the pump housing.\n45. The station according to claim 44, wherein the second\nelectrical\npower\nreservoir comprises one or more Li-ion\nbatteries\n.\n46. The station according to claim 40, wherein the station comprises\nmultiple pumps.\n47. The station according to claim 40, wherein the station comprises\nmultiple pumps supplied with power from at least one of the AC power source\nand the\nfirst\nelectrical\nreservoir.\n48. The station according to claim 44, wherein the station comprises\nmultiple pumps supplied with power from at least one of the AC power source,\nfirst\nelectrical\npower reservoir, and second\nelectrical\npower reservoir.\n49. The station according to claim 46, wherein the station further\ncomprises\nmultiple gasoline only pumps.\n50. The station according to claim 46, wherein the multiple pumps are\narranged in a row, and wherein the multiple gasoline only pumps are arranged\nin\nanother row.\n51. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\nDate Recue/Date Received 2021-09-07\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power for charging the first\nelectrical\npower reservoir from the\nAC to DC\npower converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower;\nmultiple pumps each comprising an EV charger, the multiple pumps are\nconnected or connectable in circuit with the first\nelectrical\npower reservoir\nand the\nfirst DC to DC converter for receiving power from the first\nelectrical\npower\nreservoir,\nthe multiple pumps each comprising a second DC to DC converter, the multiple\npumps are arranged in a row configured for charging multiple EVs; and\nmultiple gasoline only pumps arranged in a row configured for refueling\nmultiple gasoline powered\nvehicles\n.\n52. The station according to claim 51, wherein the multiple pumps are each\nconfigured to dispense gasoline to a gasoline powered\nvehicle\nand configured\nto\nconnect to and charge the EV.\n53. The station according to claim51, wherein the multiple pumps each\ncomprise a second\nelectrical\npower reservoir.\n54. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\n31\nDate Recue/Date Received 2021-09-07\nan\nelectric\nreservoir for receiving DC power for charging the reservoir\nfrom the AC to DC power converter;\na DC to DC converter configured and arranged for receiving DC power\nfrom the\nelectrical\nreservoir and converting the DC power to DC power; and\nan EV charger configured and arranged for receiving DC power from\nthe DC to DC converter and converting the DC power to DC power suitable for\ncharging the EV, the EV charger comprising at least one\nelectrical\ncomponent\nfor\ncharging the EV,\nwherein the DC to DC converter is\nelectrically\nconnected between the\nelectric\nreservoir and the EV,\nwherein the EV charger comprises a Li-ion\nbattery\n, and\nwherein the EV charger is configured and arranged for simultaneously\nproviding power for charging the EV from both the\nelectric\nreservoir and the\nLi-ion\nbattery\nof the EV charger.\n55. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir for receiving DC power for charging the\nfirst\nelectrical\npower reservoir from the AC to DC power converter;\na first DC to DC converter configured and arranged for receiving DC\npower from the first\nelectrical\npower reservoir and converting the DC power to\nDC\npower;\n32\nDate Recue/Date Received 2021-09-07\na second\nelectrical\nreservoir configured and arranged for receiving DC\npower from the first DC to DC converter for charging the second\nelectrical\nreservoir;\nan EV charger configured and arranged for receiving DC power from\nthe first DC to DC converter and converting the DC power to DC power suitable\nfor\ncharging the EV, the EV charger comprising a second DC to DC converter,\nwherein the first DC to DC converter and second DC to DC converter\nare\nelectrically\nconnected between the first\nelectrical\npower reservoir and\nthe EV\nwhen charging the EV, and\nwherein the EV charger is configured and arranged for receiving power\nsupplied selectively or simultaneously from at least one of the first\nelectrical\npower\nreservoir and the second\nelectrical\npower reservoir.\n33\nDate Recue/Date Received 2021-09-07 | 62/476,499 | United States of America | 2017-03-24 | L'invention concerne une station de charge de véhicule électrique (EV) pour une charge rapide (par exemple 5 à 15 minutes) d'un véhicule électrique (EV). La station de charge d'EV peut être configurée pour charger de multiples EV et de multiples véhicules classiques en même temps. La station de charge d'EV peut comprendre une source d'alimentation, un réservoir électrique recevant de l'énergie provenant de la source d'alimentation, un convertisseur de puissance CA-CC pour recevoir une puissance CA provenant de la source d'alimentation et convertir la puissance CA en puissance CC pour fournir une puissance CC au réservoir électrique, un chargeur d'EV recevant une puissance CC provenant du réservoir électrique ; et un premier convertisseur CC-CC recevant une puissance CC provenant du réservoir électrique et convertissant la puissance CC en puissance CC appropriée pour charger le véhicule électrique. | True |
| 391 | Patent 3056907 Summary - Canadian Patents Database | CA 3056907 | NaN | ELECTRICVEHICLE(EV) FAST RECHARGE STATION AND SYSTEM | STATION ET SYSTEME DE RECHARGE RAPIDE DE VEHICULE ELECTRIQUE (EV) | NaN | STANFIELD, JAMES RICHARD | 2022-09-06 | 2018-03-23 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power for charging the first\nelectrical\npower reservoir from the\nAC to DC\npower converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower; and\nan EV charger connected in circuit with the first DC to DC converter, the\nEV charger configured and arranged for receiving DC power from the first DC to\nDC\nconverter and converting the DC power to DC power suitable for charging the\nEV, the\nEV charger comprising a second DC to DC converter,\nwherein the first DC to DC converter and second DC to DC converter\nare\nelectrically\nconnected in circuit between the first\nelectrical\npower\nreservoir and the\nEV when charging the EV.\n2. The station according to claim 1, wherein the AC to DC converter\ncomprises a rectifier configured and arranged for converting the AC power from\nthe\npower source to DC power, and a third DC to DC power converter for converting\nthe\nDate Recue/Date Received 2021-09-07\nDC power from the rectifier of the AC to DC converter to DC power suitable for\ncharging the first\nelectrical\npower reservoir.\n3. The station according to claim 1, wherein the AC to DC converter\ncomprises an\nelectric\nfilter configured and arranged for receiving DC power\nfrom a\nthird DC to DC converter prior to supplying power to the first\nelectrical\npower\nreservoir.\n4. The station according to claim 3, wherein the\nelectric\nfilter is an LC\nfilter.\n5. The station according to claim 1, wherein the first\nelectrical\npower\nreservoir comprises a flow\nbattery\n.\n6. The station according to claim 1, wherein the first\nelectrical\npower\nreservoir comprises a Li-ion\nbattery\n.\n7. The station according to claim 1, further comprising a pump configured\nfor connecting to and charging the EV, the pump is in circuit with the first\nelectrical\npower reservoir and a second reservoir, the pump is configured and arranged to\nreceive power from at least one of the first\nelectrical\npower reservoir and\nthe second\nelectrical\npower reservoir.\n8. The station according to claim 7, wherein the second\nelectrical\npower\nreservoir comprises a Li-ion\nbattery\n.\n9. The station according to claim 7, further comprising a pump configured\nfor connecting to and charging the EV, the pump is configured and arranged for\nselectively providing power for charging the EV from at least one of the first\nelectrical\npower reservoir and the second\nelectrical\npower reservoir.\n10. The station according to claim 7, further comprising a pump configured\nfor connecting to and charging the EV, the pump is configured and arranged for\n21\nDate Recue/Date Received 2021-09-07\nsimultaneously providing power for charging the EV from both the first\nelectrical\npower reservoir and the second\nelectrical\npower reservoir.\n11. The station according to claim 1, wherein the station is configured and\narranged for selectively providing power to the first DC-DC converter from the\nfirst\nelectrical\npower reservoir or from the AC to DC power converter.\n12. The station according to claim 1, wherein the station is configured and\narranged for simultaneously providing power to the first DC-DC converter from\nthe\nfirst\nelectrical\npower reservoir and the AC to DC power converter.\n13. The station according to claim 1, further comprising an electronic\ncontroller configured and arranged for controlling charging of the first\nelectrical\npower\nreservoir.\n14. The station according to claim 1, further comprising a pump comprising\na housing or compartment, the pump connected in circuit with the first\nelectrical\npower reservoir, wherein the EV charger is located within the housing or\ncompartment of the pump.\n15. The station according to claim 1, wherein the station comprises\nmultiple\nEV chargers.\n16. The station according to claim 1, wherein the station comprises\nmultiple\npumps each having an EV charger.\n17. The station according to claim 1, wherein the station is configured and\narranged for selectively or simultaneously providing power to the first DC-DC\nconverter from the first\nelectrical\npower reservoir and the AC to DC power\nconverter.\n18. The station according to claim 1, wherein the station comprises one or\nmore pumps providing both EV charging of EVs and fueling of fuel type\nvehicles\n.\n19. The station according to claim 18, wherein the fuel is gasoline.\n22\nDate Recue/Date Received 2021-09-07\n20. The station according to claim 1, wherein the charging station is\nconfigured to deliver at least 350 kW to recharge the EV.\n21. The station according to claim 1, wherein the charging station is\nconfigured to fast charge the EV at charge currents of 400-500 amps.\n22. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving power from the AC to DC power converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\npower from the first\nelectrical\npower reservoir;\nan EV charger comprising a second DC to DC converter and a second\nelectrical\nreservoir, the EV charger connected in circuit with the first DC to\nDC\nconverter, the EV charger configured and arranged for receiving DC power from\nthe\nfirst DC to DC converter and converting the DC power from at least one of the\nfirst\nDC to DC converter and the second\nelectrical\npower reservoir to DC power for\ncharging the EV, wherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected in circuit between the first\nelectrical\npower\nreservoir and the EV when charging the EV, and\n23\nDate Recue/Date Received 2021-09-07\nwherein at least one of the first\nelectrical\npower reservoir and the\nsecond\nelectrical\nreservoir are connected in circuit with the EV when charging\nthe EV.\n23. The station according to claim 22, wherein the first\nelectrical\npower\nreservoir is a Li-ion\nbattery\n.\n24. The station according to claim 22, wherein the first\nelectrical\npower\nreservoir is located within a pump.\n25. The station according to claim 24, wherein the second DC to DC\nconverter is located within the pump.\n26. The station according to claim 22, including a current limiter provided\nbetween the first DC to DC converter and the first\nelectrical\npower reservoir.\n27. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC power converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC power converter configured and\narranged for receiving power from at least one of the AC to DC power converter\nand\nthe first\nelectrical\nreservoir; and\n24\nDate Recue/Date Received 2021-09-07\nan EV charger comprising a second DC to DC converter and a second\nelectrical\npower reservoir, the EV charger connected in circuit with the first\nDC to DC\npower converter, the EV charger configured and arranged for charging the EV\nwith\npower from at least one of the first\nelectrical\npower reservoir and the second\nelectrical\npower reservoir,\nwherein at least one of the first DC to DC converter and the second DC\nto DC converter are\nelectrically\nconnected in circuit between the first\nelectrical\nreservoir and the EV when charging the EV.\n28. The station according to claim 1, wherein the EV charger comprises a\nLi-ion\nbattery\n.\n29. The station according to claim 1, wherein the station comprises one or\nmore rows of gas or gasoline only pumps and one or more rows of\nelectric\ncharging\nonly\nelectric\npumps or EV rechargers.\n30. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the\nelectrical\nreservoir; and\nDate Recue/Date Received 2021-09-07\na pump comprising an EV charger having an EV connector, the EV\ncharger connected in circuit with the first DC to DC converter, the EV charger\nconfigured and arranged for receiving DC power from the first DC to DC\nconverter,\nthe EV charger comprising a second DC-DC converter,\nwherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected in circuit between the first\nelectrical\nreservoir and\nthe EV charger.\n31. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC converter connected in circuit with the AC power\nsource, the first DC to DC power converter configured and arranged for\nreceiving DC\npower from the\nelectrical\nreservoir; and\nan EV charger disposed within a pump housing, the EV charger\nconnected in circuit with the first DC to DC converter, the EV charger\nconfigured and\narranged for receiving DC power from the first DC to DC converter, the EV\ncharger\ncomprising a second DC to DC converter,\n26\nDate Recue/Date Received 2021-09-07\nwherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected between the\nelectrical\nreservoir and the\nEV when\ncharging the EV.\n32. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit to the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit to the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power from the AC to DC power converter;\na first DC to DC converter connected in circuit to the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower; and\nan\nelectric\npump comprising an EV charger, the\nelectric\npump\nconnected in circuit with the first DC to DC converter, the\nelectric\npump\nconfigured\nand arranged for receiving DC power from the first DC to DC converter, the\nelectric\npump comprising a second DC to DC converter,\nwherein the first DC to DC converter and the second DC to DC\nconverter are\nelectrically\nconnected between the first\nelectrical\nreservoir\nand the EV\nwhen charging the EV.\n27\nDate Recue/Date Received 2021-09-07\n33. The station according to claim 32, wherein the\nelectric\npump further\ncomprises a second\nelectrical\npower reservoir located within the\nelectric\npump\nfor\nstoring power at the\nelectric\npump.\n34. The station according to claim 32, further comprising a third DC to DC\nconverter located between the AC to DC converter and the first\nelectrical\npower\nreservoir.\n35. The station according to claim 32, wherein the\nelectric\npump comprises\na housing, and the EV charger is disposed within the housing.\n36. The station according to claim 32, wherein the station is configured\nand\narranged so that the voltage provided by the first\nelectrical\npower reservoir\nfor\ncharging an EV\nbattery\nis adjustable and assumes several different\nintermediate\nlevels during a charging process.\n37. The station according to claim 32, wherein the first DC to DC converter\nis configured and arranged to provide multiple stages of converting voltage.\n38. The station according to claim 37, wherein the first DC to DC converter\nis configured and arranged to provide a boost stage to step up voltage\nfollowed by a\nback stage to down convert the voltage to a voltage of an EV\nbattery\n.\n39. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\n28\nDate Recue/Date Received 2021-09-07\nreceiving DC power for charging the first\nelectrical\npower reservoir from the\nAC to DC\npower converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower;\na second\nelectrical\npower reservoir connected in circuit with the first DC\nto DC converter, the second\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power for charging the second\nelectrical\npower reservoir from\nfirst DC to\nDC converter;\na pump comprising and EV connector and an EV charger, the pump\nconnected or connectable in circuit with at least one of the first DC to DC\nconverter\nand the second\nelectrical\npower reservoir, the pump configured and arranged\nfor\nreceiving DC power from at least one of the first DC to DC converter and the\nsecond\nelectrical\npower reservoir, the EV charger comprising a second DC to DC\nconverter.\n40. The station according to claim 1, further comprising a pump comprising\nthe EV charger.\n41. The station according to claim 40, wherein the pump is configured to\ndispense gasoline to a gasoline powered\nvehicle\nand configured to connect to\nand\ncharge the EV.\n42. The station according to claim 40, wherein the pump is configured to\nconnect to and charge the EV.\n43. The station according to claim 40, wherein the pump comprises a pump\nhousing, a gasoline hose extending from the pump housing, a gasoline nozzle\nconnected to the gasoline hose, and a charging cable extending from the pump\nhousing, and an EV connector connected to the charging cable.\n29\nDate Recue/Date Received 2021-09-07\n44. The station according to claim 40, wherein the pump comprises a\nsecond\nelectrical\npower reservoir disposed within the pump housing.\n45. The station according to claim 44, wherein the second\nelectrical\npower\nreservoir comprises one or more Li-ion\nbatteries\n.\n46. The station according to claim 40, wherein the station comprises\nmultiple pumps.\n47. The station according to claim 40, wherein the station comprises\nmultiple pumps supplied with power from at least one of the AC power source\nand the\nfirst\nelectrical\nreservoir.\n48. The station according to claim 44, wherein the station comprises\nmultiple pumps supplied with power from at least one of the AC power source,\nfirst\nelectrical\npower reservoir, and second\nelectrical\npower reservoir.\n49. The station according to claim 46, wherein the station further\ncomprises\nmultiple gasoline only pumps.\n50. The station according to claim 46, wherein the multiple pumps are\narranged in a row, and wherein the multiple gasoline only pumps are arranged\nin\nanother row.\n51. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter connected in circuit with the AC power\nsource, the AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\nDate Recue/Date Received 2021-09-07\na first\nelectrical\npower reservoir connected in circuit with the AC to DC\npower converter, the first\nelectrical\npower reservoir configured and arranged\nfor\nreceiving DC power for charging the first\nelectrical\npower reservoir from the\nAC to DC\npower converter;\na first DC to DC converter connected in circuit with the first\nelectrical\npower reservoir, the first DC to DC converter configured and arranged for\nreceiving\nDC power from the first\nelectrical\npower reservoir and converting the DC power\nto DC\npower;\nmultiple pumps each comprising an EV charger, the multiple pumps are\nconnected or connectable in circuit with the first\nelectrical\npower reservoir\nand the\nfirst DC to DC converter for receiving power from the first\nelectrical\npower\nreservoir,\nthe multiple pumps each comprising a second DC to DC converter, the multiple\npumps are arranged in a row configured for charging multiple EVs; and\nmultiple gasoline only pumps arranged in a row configured for refueling\nmultiple gasoline powered\nvehicles\n.\n52. The station according to claim 51, wherein the multiple pumps are each\nconfigured to dispense gasoline to a gasoline powered\nvehicle\nand configured\nto\nconnect to and charge the EV.\n53. The station according to claim51, wherein the multiple pumps each\ncomprise a second\nelectrical\npower reservoir.\n54. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\n31\nDate Recue/Date Received 2021-09-07\nan\nelectric\nreservoir for receiving DC power for charging the reservoir\nfrom the AC to DC power converter;\na DC to DC converter configured and arranged for receiving DC power\nfrom the\nelectrical\nreservoir and converting the DC power to DC power; and\nan EV charger configured and arranged for receiving DC power from\nthe DC to DC converter and converting the DC power to DC power suitable for\ncharging the EV, the EV charger comprising at least one\nelectrical\ncomponent\nfor\ncharging the EV,\nwherein the DC to DC converter is\nelectrically\nconnected between the\nelectric\nreservoir and the EV,\nwherein the EV charger comprises a Li-ion\nbattery\n, and\nwherein the EV charger is configured and arranged for simultaneously\nproviding power for charging the EV from both the\nelectric\nreservoir and the\nLi-ion\nbattery\nof the EV charger.\n55. An\nelectric\nvehicle\n(EV) charging station for charging an\nelectric\nvehicle\n(EV), the EV charging station comprising:\nan AC power source;\nan AC to DC power converter configured and arranged for receiving AC\npower from the AC power source and converting the AC power to DC power;\na first\nelectrical\npower reservoir for receiving DC power for charging the\nfirst\nelectrical\npower reservoir from the AC to DC power converter;\na first DC to DC converter configured and arranged for receiving DC\npower from the first\nelectrical\npower reservoir and converting the DC power to\nDC\npower;\n32\nDate Recue/Date Received 2021-09-07\na second\nelectrical\nreservoir configured and arranged for receiving DC\npower from the first DC to DC converter for charging the second\nelectrical\nreservoir;\nan EV charger configured and arranged for receiving DC power from\nthe first DC to DC converter and converting the DC power to DC power suitable\nfor\ncharging the EV, the EV charger comprising a second DC to DC converter,\nwherein the first DC to DC converter and second DC to DC converter\nare\nelectrically\nconnected between the first\nelectrical\npower reservoir and\nthe EV\nwhen charging the EV, and\nwherein the EV charger is configured and arranged for receiving power\nsupplied selectively or simultaneously from at least one of the first\nelectrical\npower\nreservoir and the second\nelectrical\npower reservoir.\n33\nDate Recue/Date Received 2021-09-07 | 62/476,499 | United States of America | 2017-03-24 | L'invention concerne une station de charge de véhicule électrique (EV) pour une charge rapide (par exemple 5 à 15 minutes) d'un véhicule électrique (EV). La station de charge d'EV peut être configurée pour charger de multiples EV et de multiples véhicules classiques en même temps. La station de charge d'EV peut comprendre une source d'alimentation, un réservoir électrique recevant de l'énergie provenant de la source d'alimentation, un convertisseur de puissance CA-CC pour recevoir une puissance CA provenant de la source d'alimentation et convertir la puissance CA en puissance CC pour fournir une puissance CC au réservoir électrique, un chargeur d'EV recevant une puissance CC provenant du réservoir électrique ; et un premier convertisseur CC-CC recevant une puissance CC provenant du réservoir électrique et convertissant la puissance CC en puissance CC appropriée pour charger le véhicule électrique. | True |
| 392 | Patent 2892306 Summary - Canadian Patents Database | CA 2892306 | NaN | ELECTRICALLYPOWERED AERIALVEHICLESAND FLIGHT CONTROL METHODS | VEHICULES AERIENS A MOTORISATION ELECTRIQUE ET PROCEDES DE COMMANDES DE VOL | NaN | LENG, MARCUS | 2021-06-15 | 2013-10-04 | FOGLER, RUBINOFF LLP | English | SKYKAR INC., LENG, MARCUS | I claim:\n1. An aerial\nvehicle\ncomprising:\na fuselage located on a central longitudinal axis of the\nvehicle\n,\nat least two wings extending perpendicular to the central longitudinal axis,\nwherein the wings are stacked and spaced apart from each other,\nat least one thrust producing elements mounted to one of the wings in a\nfixed non-articulating relationship to the one of the wings and the fuselage,\nat least two thrust producing elements mounted to one of the other wings\nin a fixed non-articulating relationship to the one of the other wings and\nthe fuselage,\na plurality of\nelectric\nmotors for driving the thrust producing elements,\nat least one\nbattery\nfor providing power to the motors, and\na flight control system having a motor controller for controlling the\nrotational speed and direction of rotation of each thrust producing element.\n2. The aerial\nvehicle\nof according to claim 1, wherein the at least two\nwings are\nspaced from each other along the central longitudinal axis.\n3. The aerial\nvehicle\nof according to claim 1, wherein at least one of the\nelectric\nmotors comprises:\na stationary electromagnetic stator,\na rotor having a rotational axis, wherein the rotor comprises\na cylindrically shaped structure comprising a plurality of concentric layers,\nand,\na plurality of permanent magnets disposed on the cylindrical shaped structure,\n4. The aerial\nvehicle\naccording to claim 2 or 3, wherein the\nvehicle\nfurther\ncomprises a bottom having a first facet at a first angle and a second facet at\na second\nangle, whereby the\nvehicle\nrests at a first orientation when resting on the\nfirst facet and\nrests at a second orientation when the\nvehicle\nrests on the second facet.\nDate Re9ue/Date Received 2020-05-13\n5. The aerial\nvehicle\naccording to claim 4, wherein the first orientation\nis conducive\nto a vertical or near vertical take-off and the second orientation is\nconducive to a\nhorizontal or near horizontal take-off.\n6. The aerial\nvehicle\naccording to any one of claims 1 to 5, wherein the\nnumber of\nthrust producing elements is selected from the group consisting of 3, 4, 6, 8,\n10 and 12.\n7. The aerial\nvehicle\naccording to any one of claims 1 to 6, wherein the\nthrust\nproducing elements are selected from the group consisting of propellers,\nturbines and\nducted fans.\n8. The aerial\nvehicle\naccording to any one of claims 1 to 7, wherein\nthe\nvehicle\nis tailless, and\nthe control system is adapted vary the amount of rotational energy absorbed by\nindividual motors when the individual motors are operated in a generator mode\nand are driven by rotation of the thrust producing elements connected to the\nindividual motors,\nthereby effecting control of the orientation of the\nvehicle\nwithout the use of\ncontrol\nsurfaces.\n9. The aerial\nvehicle\naccording to any one of claims 1 to 7, wherein\nthe number of thrust producing elements is at least eight,\nthe thrust producing elements are grouped into four quadrants with at least\ntwo\nthrust producing elements located in each quadrant,\nthe control system is adapted to\nreverse the rotation of a first thrust control element in a first quadrant,\nvary the rotation of a second thrust control element in the first quadrant,\nwhen all thrust control elements are not operating in a quadrant opposite\nthe first quadrant,\nthereby effecting control of the orientation of the\nvehicle\n.\n21\nDate Recue/Date Received 2020-11-20\n10. The aerial\nvehicle\naccording to any one claims 1 to 9, wherein one or\nmore of the\nthrust producing elements are adapted for hover and one or more of the thrust\nproducing elements are adapted for forward flight.\n11. The aerial\nvehicle\naccording to any one of claims 1 to 10, further\ncomprising:\na\nbattery\nenergy level monitor for determining the energy level in the\nbattery\nconfigured to\ntake a first measurement of the voltage in the\nbattery\nat an initial epoch\nunder a\nsubstantially no-load condition,\nrelate the voltage measurement to a value of potential energy stored in the\nbattery\nat the initial epoch,\ntake a second measurement of voltage in the\nbattery\nand a measurement of\ncurrent flow into or out of the\nbattery\nat a subsequent epoch,\nintegrate the second measurement of voltage and the current flow measurement\nwith respect to time,\ndetermine an energy change from the integration,\nrelate the energy change to the initial energy level to calculate the energy\nlevel of\nthe\nbattery\nat the subsequent epoch.\n12. The aerial\nvehicle\naccording to any one of claims 1 to 11, wherein in\nhorizontal or\nnear horizontal flight, the control system is adapted to increase rotational\nspeed of some\nof the thrust producing elements to make a yaw turn whereby the\nvehicle\nturns\nsubstantially around the yaw axis but does not turn substantially around the\npitch or roll\naxis.\n13. A method of operating the aerial\nvehicle\naccording to claim 1, further\ncomprising:\ndifferentially varying the thrust of the thrust producing elements thereby\naltering\nthe orientation of the\nvehicle\n, wherein at least one of the\nelectric\nmotors\nfurther\ncomprises\na stationary electromagnetic stator,\n22\n4825-5615-3020, v. 1\nDate Recue/Date Received 2020-05-13\na rotor having a rotational axis, wherein the rotor comprises\na cylindrically shaped structure comprising a plurality of concentric\nlayers, and,\na plurality of permanent magnets disposed on the cylindrical\nshaped structure.\n14. The method according to claim 13, wherein the number of thrust\nproducing\nelements is selected from the group consisting of 3, 4, 6, 8, 10 and 12.\n15. The aerial\nvehicle\naccording to claim 13 or 14, wherein the thrust\nproducing\nelements are selected from the group consisting of propellers, turbines and\nducted fans.\n16. The method according to any one of claims 13 to 15, further comprising:\ndifferentially varying the amount of rotational energy absorbed by the\nindividual\nmotors when the individual motors are operated in a generator mode and are\ndriven by rotation of the thrust producing elements connected to the\nindividual\nmotors,\nthereby effecting control of the orientation of the\nvehicle\nwithout the use of\ncontrol\nsurfaces.\n17. The method according to any one of claims 13, 15 or 16, wherein\nthe number of thrust producing elements is at least eight and the thrust\nproducing\nelements are grouped into four quadrants with at least two thrust producing\nelements located in each quadrant, further comprising:\nreversing the rotation of a first thrust control element in a first quadrant,\nvarying the rotation of a second thrust control element in the first quadrant,\nwhen all thrust control elements are not operating in a quadrant opposite\nthe first quadrant,\nthereby effecting control of the orientation of the\nvehicle\n.\n23\n4825-5615-3020, v. 1\nDate Recue/Date Received 2020-05-13\n18. The method according to any one of claims 13 to 17, wherein one or more\nof the\nthrust producing elements are adapted for hover and one or more of the thrust\nproducing elements are adapted for forward flight.\n19. The method according to any one of claims 13 to 18 further comprising:\nproviding a\nbattery\nfor providing power to the motors,\nmonitoring the energy level in the\nbattery\ncomprising:\ntaking a first measurement of the voltage in the\nbattery\nat an initial epoch\nunder a\nsubstantially no-load condition,\nrelating the voltage measurement to a value of potential energy stored in the\nbattery\nat the initial epoch,\ntaking a second measurement of voltage in the\nbattery\nand a measurement of\ncurrent flow into or out of the\nbattery\nat a subsequent epoch,\nintegrating the second measurement of voltage and the current flow\nmeasurement with respect to time,\ndetermining an energy change from the integration, and\nrelating the energy change to the initial energy level to calculate the energy\nlevel\nof the\nbattery\nat the subsequent epoch.\n20. The method according to any one of claims 13 to 19, further comprising\nincreasing rotational speed of some of the thrust producing elements to yaw\nthe\nvehicle\nthereby inducing the\nvehicle\nto roll resulting in a coordinated turn.\n21. The aerial\nvehicle\naccording to claim 1, wherein the number of thrust\nproducing\nelements is eight, the thrust producing elements comprise propellers, the\nthrust\nproducing elements are grouped into four quadrants with two of the thrust\nproducing\nelements per quadrant and four of the thrust producing elements mounted to\neach wing.\n22. The aerial\nvehicle\naccording to any one of claims 1 to 12, wherein the\nvehicle\nfurther\ncomprises a curved bottom whereby the\nvehicle\ncan rest at a first orientation\nand a\nsecond orientation.\n24\nDate Recue/Date Received 2020-11-20\n23. The aerial\nvehicle\naccording to any one of claims 1 to 12, further\ncomprising the\nthrust producing elements are orientated relative to the wings such that each\nthrust\nproducing element can provide thrust for vertical or near vertical flight and\nhorizontal or\nnear horizontal flight.\n4825-5615-3020, v. 1\nDate Recue/Date Received 2020-05-13 | 61/710,216 | United States of America | 2012-10-05 | L'invention concerne un véhicule aérien comprenant au moins une aile, une pluralité d'éléments producteurs de poussée sur l'aile ou les ailes, une pluralité de moteurs électriques en nombre égal au nombre d'éléments producteurs de poussée servant à actionner individuellement chacun des éléments producteurs de poussée, au moins une batterie servant à alimenter les moteurs en électricité, et un système de commandes de vol servant à commander le fonctionnement du véhicule. Le véhicule aérien peut comprendre une configuration de fuselage destinée à faciliter les décollages et les atterrissages dans des orientations horizontale, verticale et transitoire, des éléments redondants de commande et de poussée destinés à améliorer la fiabilité et des moyens servant à réguler la stabilité d'orientation du véhicule dans des situations de faible puissance et de perte multiple de systèmes de propulsion. Un procédé de pilotage d'un véhicule aérien comprend la variation de la vitesse de rotation des éléments producteurs de poussée en vue de réaliser une commande active du véhicule. | True |
| 393 | Patent 2317237 Summary - Canadian Patents Database | CA 2317237 | NaN | ENGINE CONFIGURATION FOR MASS TRANSITVEHICLE | CONFIGURATION DE MOTEUR POUR VEHICULES DE TRANSPORT EN COMMUN | NaN | MCFARLANE, BLAINE J., OLISCHEFSKI, DERRIN L., CAMPBELL, GLENN M., CRAMPTON, RON M., HILDEBRAND, LOUIS P. | 2007-12-04 | 2000-08-29 | PERRY + CURRIER | English | NEW FLYER INDUSTRIES CANADA ULC | 22\nCLAIMS:\n1. A combination comprising:\na\nvehicle\nhaving:\na\nvehicle\nbody including structural members therein;\na plurality of ground wheels mounted on the\nvehicle\nbody for carrying\nthe\nvehicle\nbody in movement across the ground;\nan engine system including a plurality of separate engine components\narranged to co-operate for driving at least two of the ground wheels for\npropulsion of\nthe\nvehicle\n;\na sub-frame;\nthe sub-frame being arranged for readily releasable attachment to the\nvehicle\nbody so as to be carried on the\nvehicle\nbody during operation of the\nvehicle\n;\nthe sub-frame being removable from the\nvehicle\n;\nthe sub-frame being arranged such that, during operation of the\nvehicle\n, each of at least some of the engine components has a first part\nthereof\nsupported on the sub-frame and a second part thereof supported on the\nvehicle\nbody;\nand a movable service dolly for supporting during servicing the sub-\nframe and the engine components, the dolly including:\nfirst support elements for supporting the sub-frame with said first parts\nthereon when removed from the\nvehicle\nbody;\n23\nand second support elements for supporting said second parts when\nremoved from the\nvehicle\nbody such that the dolly and the sub-frame co-operate\nto\nsupport all of the engine components during servicing.\n2. The combination according to Claim 1 wherein the second\nsupport elements on the dolly for supporting the at least one component\ninclude\nadjustable jacks for adjusting the height of the at least one component\nrelative the\ndolly,\n3. The combination according to Claim 1 or 2 wherein the dolly\nincludes ground wheels by which the dolly can be rolled and wherein the\nvehicle\nbody is arranged such that the dolly and the sub-frame with the engine\ncomponents\nthereon can be rolled into one end of the body.\n4. The combination according to Claim 1, 2 or 3 wherein the dolly\nis arranged such that the engine components when supported on the dolly are at\na\nheight greater than when supported on the\nvehicle\nbody.\n5. The combination according to any one of Claims 1 to 4 wherein\nthe sub-frame is arranged for mounting on the\nvehicle\nbody at one end of the\nvehicle\nbody and wherein the sub-frame includes bumper plates at an outer end for\ncarrying\na bumper of the\nvehicle\n.\n6. The combination according to any one of Claims 1 to 5 wherein:\nthe plurality of wheels include two front wheels and two rear wheels\nwith the two rear wheels being supported on a rear axle;\n24\nthe engine system drives the, at least two rear wheels for propulsion of\nthe\nvehicle\n;\nthe engine system includes an internal combustion engine, a radiator\nhaving a fan driven by the internal combustion engine for cooling the internal\ncombustion engine, an\nelectrical\ngenerator driven by the internal combustion\nengine,\na\nbattery\nstorage system for storing\nelectrical\nenergy from the generator and\nan\nelectrical\nmotor for receiving the\nelectrical\nenergy from the generator and\nfrom the\nbattery\nstorage system for driving the rear wheels;\nthe radiator is mounted on the\nvehicle\nbody along one side of the\nvehicle\nat the rear of the one side of the\nvehicle\n;\nthe internal combustion engine is mounted on the frame arrangement\nof the\nvehicle\nbody at the rear of the\nvehicle\ntransversely of the\nvehicle\nwith one side\nof the engine facing the rear, with a first end of the engine facing said one\nside so as\nto be positioned adjacent the fan of the radiator for driving the fan and with\na second\nopposed end of the engine facing an opposed side of the\nvehicle\n;\nthe generator is mounted at the second opposed end of the engine;\nand\nthe motor is mounted on the frame arrangement of the\nvehicle\nbody in\nfront of the engine with an output drive thereof facing and coupled to an\ninput of the\nrear axle.\n25\n7. The combination according to Claim 6 wherein the generator is\ndirectly coupled to an output drive shaft of the engine at the second opposed\nof the\nengine.\n8. The combination according to any one of Claims 1 to 5 wherein:\nthe plurality of wheels include two front wheels and two rear wheels\nwith the two rear wheels being supported on a rear axle;\nthe engine system drives the at least two rear wheels for propulsion of\nthe\nvehicle\n;\nthe engine system includes an internal combustion engine, a radiator\nhaving a fan driven by the internal combustion engine for cooling the internal\ncombustion engine, an\nelectrical\ngenerator driven by the internal combustion\nengine,\na\nbattery\nstorage system for storing\nelectrical\nenergy from the generator and\nan\nelectrical\nmotor for receiving the\nelectrical\nenergy from the generator and\nfrom the\nbattery\nstorage system for driving the rear wheels;\nthe\nbattery\nstorage system includes a first storage pack and a second\nstorage pack;\nthe engine system further includes an\nelectrical\ncontrol system; and\nthe\nelectrical\ncontrol system being mounted on a roof of the\nvehicle\nwith the first storage pack and the\nelectrical\ncontrol system being arranged\nside by\nside each on a respective side of a center line of the\nvehicle\nand the second\nstorage\npack being arranged longitudinally offset from the first storage pack on a\nside of the\ncenter line opposite the first storage pack.\n26\n9. A combination comprising:\na\nvehicle\nhaving:\na\nvehicle\nbody including structural members therein;\na plurality of ground wheels mounted on the\nvehicle\nbody for carrying\nthe\nvehicle\nbody in movement across the ground;\nan engine system including a plurality of separate engine components\narranged to co-operate for driving at least two of the ground wheels for\npropulsion of\nthe\nvehicle\n;\na sub-frame;\nthe sub-frame being arranged for readily releasable attachment to the\nvehicle\nbody so as to be carried on the\nvehicle\nbody during operation of the\nvehicle\n;\nthe sub-frame having attached thereto for support thereby at least part\nof at least some of the engine components;\nthe sub-frame being removable from the\nvehicle\n;\nthe sub-frame being arranged such that, during operation of the\nvehicle\n, each of said at least some of the engine components has a first part\nsupported on the sub-frame and a second part supported on the\nvehicle\nbody;\nand a movable service dolly for supporting during servicing the sub-\nframe and the engine components, the dolly including:\nfirst support elements for supporting the sub-frame with said first parts\nthereon when removed from the\nvehicle\nbody;\n27\nand second support elements for supporting said second parts when\nremoved from the\nvehicle\nbody;\nsuch that the dolly and the sub-frame co-operate to support all of the\nengine components during servicing;\nwherein said engine components include at least an engine, a radiator\nfor cooling the engine, a drive communication component and connections\ntherebetween;\nand wherein the dolly and the sub-frame are arranged to co-operate to\nsupport the components during servicing such that the engine components are\nsufficiently complete to operate white supported on the sub-frame and dolly.\n10. The combination according to Claim 9 wherein the radiator is\nmounted on one side of the sub-frame for location in an opening at one side of\nthe\nvehicle\nbody and wherein the radiator is attached to the\nvehicle\nbody at the\nopening.\n11. The combination according to Claim 9 or 10 wherein the sub-\nframe is arranged for insertion into the\nvehicle\nbody from one end and wherein\nthe\ndrive communication component is mounted on a remote end of the sub-frame for\ninsertion into the\nvehicle\nbody beyond the engine and wherein a remote end of\nthe\ndrive communication component is mounted on the\nvehicle\nbody.\n12. The combination according to Claim 9, 10 or 11 wherein the\nvehicle\nbody includes two parallel longitudinal beams on which the sub-frame\nis\ncarried and wherein each beam includes an inwardly projecting tab member onto\n28\nwhich a mounting of the remote end of, the drive communication component is\nlocated.\n13. The combination according to any one of Claims 9 to 12\nwherein the engine components and the sub-frame are located at a rear end of\nthe\nvehicle\nand the drive communication component is arranged to drive a\ndifferential of\na rear axle of the\nvehicle\n.\n14. The combination according to any one of Claims 9 to 13\nwherein the dolly is arranged such that the engine components when supported\non\nthe dolly are at a height greater than when supported on the\nvehicle\nbody.\n15. The combination according to any one of Claims 9 to 14\nwherein the sub-frame is arranged for mounting on the\nvehicle\nbody at one end\nof\nthe\nvehicle\nbody and wherein the sub-frame includes bumper plates at an outer\nend\nfor carrying a bumper of the\nvehicle\n. | NaN | NaN | NaN | Un véhicule de transport fonctionne à l'aide d'un entraînement hybride qui comprend un moteur diesel, un générateur entraîné par le moteur, deux blocs de batteries pour emmagasiner l'énergie qui provient du générateur et l'énergie générée par le freinage, et une transmission sous la forme d'un moteur qui fonctionne grâce à l'énergie électrique qui provient du générateur et/ou des batteries. Les composants d'entraînement sont montés sur un faux châssis de transport, lequel est conçu pour se fixer de manière détachable aux longrines principales du corps du véhicule, de sorte à être transporté sur le corps du véhicule durant le fonctionnement du véhicule. Le faux châssis est lui-même simplement conçu et permet d'éviter la duplication des éléments de support, de sorte qu'il est incapable de supporter seul le radiateur et la transmission, qui sont en partie supportés lors du fonctionnement par des éléments du corps du véhicule. Un chariot d'entretien sert à supporter le faux châssis et les composants du moteur qui se trouvent sur le faux châssis, et à supporter le radiateur et la transmission, de sorte que le chariot et le faux châssis coopèrent pour supporter tous les composants du moteur durant l'entretien, de sorte qu'ils puissent être retirés ensemble. Le moteur est disposé de manière transversale au châssis longitudinal, le radiateur se trouvant d'un côté du corps, et le générateur est entraîné directement à l'arrière du moteur, le moteur et la transmission se trouvant à l'avant du moteur. Les blocs de batteries sont disposés sur le dessus, chacun de son côté respectif, et un bloc est aligné côte à côte avec les commandes électriques du système de moteur. | True |
| 394 | Patent 2922318 Summary - Canadian Patents Database | CA 2922318 | NaN | METHOD AND DEVICE FOR SUPPLYING AUXILIARY AIR TO A RAILVEHICLE | PROCEDE ET DISPOSITIF D'ALIMENTATION EN AIR AUXILIAIRE D'UN VEHICULE FERROVIAIRE | NaN | URRA, CHRISTIAN, ASSMANN, GERT, KIPP, THOMAS | 2021-11-16 | 2014-08-28 | SMART & BIGGAR LP | English | KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE GMBH | ¨ 6 ¨\nClaims\n1. A compressed-air supply device of a rail\nvehicle\n, having a main\ncompressor\nfor generating compressed air for a pneumatic brake system, and having a\nvehicle\nbattery\nfor the supply of\nelectrical\nenergy, wherein compressed-air generating\nmeans\nare provided for the additional auxiliary-air supply for the operation of at\nleast one\npneumatic actuator in the context of an actuating drive for a pantograph,\nwherein\nthe compressed-air generating means for the auxiliary-air supply comprise an\nelectrical\nfrequency inverter for the operation of the\nelectric\nmotor-driven\nmain\ncompressor of the rail\nvehicle\nat low rotational speed using\nelectrical\ndrive\nenergy\nprovided from the\nvehicle\nbattery\n, wherein, to the compressed-air line which\nis\nconnected to the main compressor, there is attached a secondary line in order\nfor\nauxiliary air for the auxiliary-air supply to the actuator to be branched off\nfrom said\ncompressed-air line.\n2. The compressed-air supply device as claimed in claim 1,\nwherein, downstream of the main compressor, there is connected an adsorption-\ntype\nair dryer, from the outlet-side compressed-air line of which the secondary\nline\nbranches off for the attachment of the auxiliary air circuit.\n3. The compressed-air supply device as claimed in claim 1,\nwherein the compressed-air line issues into a feed pressure vessel.\n4. The compressed-air supply device as claimed in claim 2 and 3,\nwherein, in the compressed-air line in the region between adsorption-type air\ndryer\nand feed pressure vessel, a minimum-pressure valve is arranged with its\nblocking\ndirection oriented toward the adsorption-type air dryer, wherein the secondary\nline\nbranches off from the compressed-air line in the region between the adsorption-\ntype\nair dryer and the minimum-pressure valve.\n5. The compressed-air supply device as claimed in claim 4,\nwherein the minimum-pressure valve opens above a pressure of 4 bar.\n6. The compressed-air supply device as claimed in claim 5, wherein the\nminimum-pressure valve opens above a pressure of 8 bar.\n7. The compressed-air supply device as claimed in claim 1,\nDate Recue/Date Received 2020-12-24\n¨ 7 ¨\nwherein the adsorption-type air dryer is formed in the manner of a two-chamber\ndryer and comprises two drying vessels which can be operated alternately in a\ndrying\nphase and in a regeneration phase.\n8. A method for operating a compressed-air supply device, wherein\ncompressed\nair for a pneumatic brake system is generated by way of a main compressor, and\nelectrical\nenergy is provided by way of a\nvehicle\nbattery\n, and furthermore, at\nleast\none pneumatic actuator in the context of an actuating drive for a pantograph\nis\n1 0 supplied with auxiliary air, wherein, for the auxiliary-air supply,\nthe\nelectric\nmotor-\ndriven main compressor of the rail\nvehicle\nis operated at low rotational speed\nby way\nof an\nelectrical\nfrequency inverter using\nelectrical\ndrive energy provided\nfrom the\nvehicle\nbattery\n, wherein the auxiliary air is branched off, by way of a\nsecondary line,\nfrom a compressed-air line that is attached to the main compressor.\n1 5\n9. A rail\nvehicle\nhaving at least one pantograph, the actuating drive of\nwhich is\nin the form of at least one pneumatic actuator to which compressed air is\nsupplied\nby a compressed-air supply device as claimed in any one of claims 1 to 7.\nDate Recue/Date Received 2020-12-24 | 10 2013 109 475.9 | Germany | 2013-08-30 | La présente invention concerne un dispositif d'alimentation en air comprimé pour un véhicule ferroviaire, comprenant un compresseur principal (1) conçu pour produire de l'air comprimé pour un système de freinage pneumatique, et une batterie de véhicule (6) conçue pour l'alimentation en énergie électrique. Des moyens de production d'air comprimé permettant une alimentation supplémentaire en air auxiliaire pour le fonctionnement d'au moins un actionneur pneumatique (4) sont prévus dans le cadre d'un mécanisme de commande pour un pantographe (5). Les moyens de production d'air comprimé conçus pour l'alimentation en air auxiliaire comprennent un convertisseur de fréquence électrique (7) permettant de faire fonctionner le compresseur principal (1) entraîné par moteur électrique du véhicule ferroviaire à un régime inférieur à partir de l'énergie d'entraînement électrique fournie par la batterie de véhicule (6). Une dérivation (9) est raccordée à la conduite d'air comprimé (8) reliée au compresseur principal (1) afin de dériver de celle-ci l'air auxiliaire permettant l'alimentation en air auxiliaire de l'actionneur (4). | True |
| 395 | Patent 2922318 Summary - Canadian Patents Database | CA 2922318 | NaN | METHOD AND DEVICE FOR SUPPLYING AUXILIARY AIR TO A RAILVEHICLE | PROCEDE ET DISPOSITIF D'ALIMENTATION EN AIR AUXILIAIRE D'UN VEHICULE FERROVIAIRE | NaN | URRA, CHRISTIAN, ASSMANN, GERT, KIPP, THOMAS | 2021-11-16 | 2014-08-28 | SMART & BIGGAR LP | English | KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE GMBH | ¨ 6 ¨\nClaims\n1. A compressed-air supply device of a rail\nvehicle\n, having a main\ncompressor\nfor generating compressed air for a pneumatic brake system, and having a\nvehicle\nbattery\nfor the supply of\nelectrical\nenergy, wherein compressed-air generating\nmeans\nare provided for the additional auxiliary-air supply for the operation of at\nleast one\npneumatic actuator in the context of an actuating drive for a pantograph,\nwherein\nthe compressed-air generating means for the auxiliary-air supply comprise an\nelectrical\nfrequency inverter for the operation of the\nelectric\nmotor-driven\nmain\ncompressor of the rail\nvehicle\nat low rotational speed using\nelectrical\ndrive\nenergy\nprovided from the\nvehicle\nbattery\n, wherein, to the compressed-air line which\nis\nconnected to the main compressor, there is attached a secondary line in order\nfor\nauxiliary air for the auxiliary-air supply to the actuator to be branched off\nfrom said\ncompressed-air line.\n2. The compressed-air supply device as claimed in claim 1,\nwherein, downstream of the main compressor, there is connected an adsorption-\ntype\nair dryer, from the outlet-side compressed-air line of which the secondary\nline\nbranches off for the attachment of the auxiliary air circuit.\n3. The compressed-air supply device as claimed in claim 1,\nwherein the compressed-air line issues into a feed pressure vessel.\n4. The compressed-air supply device as claimed in claim 2 and 3,\nwherein, in the compressed-air line in the region between adsorption-type air\ndryer\nand feed pressure vessel, a minimum-pressure valve is arranged with its\nblocking\ndirection oriented toward the adsorption-type air dryer, wherein the secondary\nline\nbranches off from the compressed-air line in the region between the adsorption-\ntype\nair dryer and the minimum-pressure valve.\n5. The compressed-air supply device as claimed in claim 4,\nwherein the minimum-pressure valve opens above a pressure of 4 bar.\n6. The compressed-air supply device as claimed in claim 5, wherein the\nminimum-pressure valve opens above a pressure of 8 bar.\n7. The compressed-air supply device as claimed in claim 1,\nDate Recue/Date Received 2020-12-24\n¨ 7 ¨\nwherein the adsorption-type air dryer is formed in the manner of a two-chamber\ndryer and comprises two drying vessels which can be operated alternately in a\ndrying\nphase and in a regeneration phase.\n8. A method for operating a compressed-air supply device, wherein\ncompressed\nair for a pneumatic brake system is generated by way of a main compressor, and\nelectrical\nenergy is provided by way of a\nvehicle\nbattery\n, and furthermore, at\nleast\none pneumatic actuator in the context of an actuating drive for a pantograph\nis\n1 0 supplied with auxiliary air, wherein, for the auxiliary-air supply,\nthe\nelectric\nmotor-\ndriven main compressor of the rail\nvehicle\nis operated at low rotational speed\nby way\nof an\nelectrical\nfrequency inverter using\nelectrical\ndrive energy provided\nfrom the\nvehicle\nbattery\n, wherein the auxiliary air is branched off, by way of a\nsecondary line,\nfrom a compressed-air line that is attached to the main compressor.\n1 5\n9. A rail\nvehicle\nhaving at least one pantograph, the actuating drive of\nwhich is\nin the form of at least one pneumatic actuator to which compressed air is\nsupplied\nby a compressed-air supply device as claimed in any one of claims 1 to 7.\nDate Recue/Date Received 2020-12-24 | 10 2013 109 475.9 | Germany | 2013-08-30 | La présente invention concerne un dispositif d'alimentation en air comprimé pour un véhicule ferroviaire, comprenant un compresseur principal (1) conçu pour produire de l'air comprimé pour un système de freinage pneumatique, et une batterie de véhicule (6) conçue pour l'alimentation en énergie électrique. Des moyens de production d'air comprimé permettant une alimentation supplémentaire en air auxiliaire pour le fonctionnement d'au moins un actionneur pneumatique (4) sont prévus dans le cadre d'un mécanisme de commande pour un pantographe (5). Les moyens de production d'air comprimé conçus pour l'alimentation en air auxiliaire comprennent un convertisseur de fréquence électrique (7) permettant de faire fonctionner le compresseur principal (1) entraîné par moteur électrique du véhicule ferroviaire à un régime inférieur à partir de l'énergie d'entraînement électrique fournie par la batterie de véhicule (6). Une dérivation (9) est raccordée à la conduite d'air comprimé (8) reliée au compresseur principal (1) afin de dériver de celle-ci l'air auxiliaire permettant l'alimentation en air auxiliaire de l'actionneur (4). | True |
| 396 | Patent 3224688 Summary - Canadian Patents Database | CA 3224688 | NaN | SYSTEM AND METHOD FOR CARRYING OUT AN ANIMAL-RELATED OPERATION, AND IN COMBINATION, A BARN FOR KEEPING ANIMALS AND A SYSTEM OF THIS KIND | SYSTEME ET PROCEDE POUR METTRE EN UVRE UNE OPERATION ASSOCIEE A UN ANIMAL, ET EN COMBINAISON, UNE GRANGE POUR GARDER DES ANIMAUX ET UN SYSTEME DE CE TYPE | NaN | JORNA, HARM | NaN | 2022-07-07 | SMART & BIGGAR LP | English | LELY PATENT N.V. | CA 03224688 2023-12-18\nWO 2023/285928\nPCT/IB2022/056284\n24\nCLAIMS\n1. A system for carrying out an animal-related operation, in\nparticular the\nremoving of manure from a floor (2) in a barn (3) for animals (4), such as\ncows, said\nsystem (1) being provided with:\n= an autonomous\nvehicle\n(6), comprising\n- a drive system for driving the\nvehicle\n(6), said drive system being\nprovided with at least one\nelectric\ndrive motor (10),\n- an electronic control system (9), which is connected to the drive system\nfor control thereof,\n- a\nbattery\nsystem (11) for storing\nelectrical\nenergy, said\nbattery\nsystem\n(11) being connected to the drive system and the control system (9),\n= a charging station (23) for charging the\nbattery\nsystem of the\nvehicle\n(6),\ncharacterized in that\nthe charging station (23) comprises a transmitting body (24) with a primary\ncoil (25), and the\nvehicle\n(6) comprises a receiving body (26) with a\nsecondary coil (27),\nwherein the\nvehicle\n(6) is maneuverable relative to the transmitting body (24)\nof the\ncharging station (23) in such a way that the primary coil (25) of the\ntransmitting body (24)\nand the secondary coil (27) of the receiving body (26) are mutually aligned in\na charging\n.. state in order to transfer\nelectrical\nenergy wirelessly from the primary\ncoil (25) to the\nsecondary coil (27) for wireless charging of the\nbattery\nsystem (11) of the\nvehicle\n(6), and\nthe system comprises a cleaning device (42) for cleaning at least the\nreceiving body (26)\nof the\nvehicle\n, in particular comprising removing manure, before the primary\ncoil (25) of\nthe transmitting body (24) and the secondary coil (27) of the receiving body\n(26) are\nmutually aligned in the charging state.\n2. The system as claimed in claim 1, wherein the cleaning device (42) is\nmounted on the charging station (23).\n3. The system as claimed in claim 1 or 2, wherein the cleaning device (42)\nis\nconfigured for cleaning the receiving body (26) while the\nvehicle\n(6) travels\ninto the\n.. charging station (23).\n4. The system as claimed in claim 3, wherein the receiving body (26) is\nfastened rigidly to the\nvehicle\n(6), and wherein the transmitting body (24) of\nthe charging\nstation (23) is movable from a waiting state through engagement with the\nreceiving body\n(26) of the\nvehicle\n(6) that travels into the charging station (23), in such a\nway that the\nprimary coil (25) of the transmitting body (24) and the secondary coil (27) of\nthe receiving\nCA 03224688 2023-12-18\nWO 2023/285928\nPCT/IB2022/056284\nbody (26) are mutually aligned in the charging state, and wherein the cleaning\ndevice (42)\nis configured for cleaning the receiving body (26) before the receiving body\n(26) of the\nvehicle\n(6) engages on the transmitting body (24) of the charging station\n(23).\n5. The system as claimed in one or more of the preceding claims, wherein\nthe\n5 cleaning device (42) is configured for cleaning the receiving body (26),\nin such a way that\nthe primary coil (25) of the transmitting body (24) and the secondary coil\n(27) of the\nreceiving body (26) in the charging state are movable to a distance apart that\nis less than\n5 cm, preferably less than 3 cm, such as substantially 2 cm or less.\n6. The system as claimed in one or more of the preceding claims, wherein\nthe\n10 receiving body (26) of the\nvehicle\n(6) comprises a flat surface, which\nin the charging state\nfaces the transmitting body (24) of the charging station (23), and wherein the\ncleaning\ndevice (42) is configured for cleaning at least the flat surface of the\nreceiving body (26).\n7. The system as claimed in claim 6, wherein the receiving body (26) is\narranged on an upper side (13) of the\nvehicle\n(6) and the flat surface of the\nreceiving body\n15 (26) faces upward, and wherein the transmitting body (24) of the\ncharging station (23)\ncomprises a downward facing flat surface at a height that is adjusted to the\nheight of the\nupward facing flat surface of the receiving body (26) of the\nvehicle\n(6) in\nsuch a way that\nsaid flat surfaces are movable over and/or on each other into the charging\nstate.\n8. The system as claimed in one or more of the preceding claims, wherein\nthe\n20 cleaning device (42) comprises a scraping element (43) for scraping the\nreceiving body\n(26).\n9. The system as claimed in claim 8, wherein the scraping element (43)\ncomprises a flexible scraping edge (44) that is configured to be in contact\nwith the\nreceiving body (26) during scraping of the receiving body (26).\n25 10. The system as claimed in claim 9, wherein the scraping\nelement (43) is\nmade of a flexible plastic, which in particular comprises polyurethane.\n11. The system as claimed in one or more of the preceding claims,\nwherein the\nscraping element (43) is fastened to the charging station (23), and wherein\nthe scraping\nelement (43) is configured for cleaning the receiving body (26) while the\nvehicle\n(6) travels\ninto the charging station (23), before the receiving body (26) of the\nvehicle\n(6) and the\ntransmitting body (24) of the charging station (23) are positioned relative to\neach other to\nalign the primary coil (25) and the secondary coil (27) in the charging state.\n11. The system as claimed in one or more of the preceding claims,\nwherein the\ncleaning device (42) comprises a water device for application of water on the\nreceiving\nbody (26).\nCA 03224688 2023-12-18\nWO 2023/285928\nPCT/IB2022/056284\n26\n12. The system as claimed in one or more of the preceding claims, wherein\nthe\nsystem (1) is configured for removing manure from a floor (2) in a barn (3)\nfor animals (4),\nsuch as cows.\n13. The system as claimed in claim 12, wherein the\nvehicle\n(6) comprises a\nmanure slider (8) for moving manure over the floor (2).\n14. The system as claimed in claim 12 or 13, wherein the\nvehicle\n(6) is\nprovided\nwith a manure storage container (16), a manure discharge opening (18) for\ndischarging\nmanure from the manure storage container (16), and a manure feed device for\nfeed of\nmanure from the floor (2) and moving the fed-in manure to the manure storage\ncontainer\n(16).\n15. The system as claimed in claim 14, wherein the charging station (23) is\nprovided with a dump opening (21) in the floor (2) for dumping manure from the\nmanure\ndischarge opening (18) of the manure storage container (16) through the dump\nopening\n(21) to a manure reservoir (22) that extends underneath the floor (2).\n16. In combination, a barn (3) for keeping animals (4), such as cows, as\nwell as\na system (1) as claimed in one or more of the preceding claims.\n17. A method for carrying out an animal-related operation, in\nparticular\nremoving manure from a floor (2) in a barn (3) for animals (4), such as cows,\nwherein use\nis made of a system (1) as claimed in one or more of the preceding claims, and\nwherein\nthe method comprises:\n= moving the autonomous\nvehicle\n(6), in particular over the floor (2) of\nthe\nbarn (3) in order to remove manure from the floor (2),\n= moving the\nvehicle\n(6) to the charging station (23), and\n= wirelessly charging the\nbattery\nsystem (11) of the\nvehicle\n(6) in the\ncharging\nstation (23) by wireless transfer of\nelectrical\nenergy from the primary coil\n(25) of the transmitting body (24) of the charging station (23) to the\nsecondary coil (27) of the receiving body (26) of the\nvehicle\n(6), wherein at\nleast the receiving body (26) of the\nvehicle\n(6) is cleaned by means of the\ncleaning device (42), in particular comprising removing manure, before the\nprimary coil (25) of the transmitting body (24) and the secondary coil (27) of\nthe receiving body (26) are mutually aligned in the charging state. | 2028701 | Netherlands (Kingdom of the) | 2021-07-12 | Système pour mettre en uvre une opération associée à un animal, en particulier l'élimination du fumier d'un plancher d'une grange pour des animaux, tels que des vaches, qui comprend un véhicule autonome, qui est pourvu d'un système d'entraînement pour entraîner le véhicule. Le système d'entraînement comprend au moins un moteur d'entraînement électrique. Un système de commande électronique est connecté au système d'entraînement pour commander celui-ci. Un système de batterie pour stocker de l'énergie électrique est relié au système d'entraînement et au système de commande. Le système comprend en outre une station de charge pour charger le système de batterie du véhicule. La station de charge comprend un corps de transmission avec un enroulement primaire. Le véhicule comprend un corps de réception avec un enroulement secondaire. Le véhicule peut être manuvré par rapport au corps de transmission de la station de charge de telle sorte que l'enroulement primaire du corps de transmission et l'enroulement secondaire du corps de réception soient mutuellement alignés dans un état de charge pour transférer l'énergie électrique sans fil de l'enroulement primaire à l'enroulement secondaire pour une charge sans fil du système de batterie du véhicule. Le système comprend en outre un dispositif de nettoyage pour nettoyer au moins le corps de réception du véhicule avant que l'enroulement primaire du corps de transmission et l'enroulement secondaire du corps de réception soient mutuellement alignés dans l'état de charge. | True |
| 397 | Patent 3158596 Summary - Canadian Patents Database | CA 3158596 | NaN | INTEGRATED ENERGY STORAGE SYSTEM | SYSTEME D'ACCUMULATION D'ENERGIE INTEGRE | NaN | SUMPF, JR., ROBERT DAVID, PIRES, ANDREW, STOCKTON, WILLIAM B., SPOONER, COLE, PRODAN, COLE, GORASIA, JAYESH BHARAT, HARRIS, KENTON, BURKE, DAN, SZAFER, DAFNA GABRIELA, PATEL, KRUPAL, PARKER, BENJAMIN, HEGEMAN, DAVID ELIAS | NaN | 2020-11-20 | GOWLING WLG (CANADA) LLP | English | TESLA, INC. | WO 2021/102340\nPCT/US2020/061626\nCLAIMS\nWHAT IS CLAIMED IS:\n1.. A. unitary\nbattery\ncomponent comprising:\na plurality of cell arrays, wherein individual cell arrays include a plurality\nof\ncylindrical-shaped cells arranged in a common orientation such -that the\nbattery\nanav form\na line of cylindrical-shaped cells, wherein the line of cylindrical shaped\ncells in individual\ncell arrays are arranged such that top surfaces of each individual cylindrical-\nshaped cell are\naligned, and wherein plurality of cell arrays form a substantially horizontal\nplane along top\nsurfaces of the cylindrical-shaped cells of the plurality of cell arrays;\na cooling channel formed in proximity to the plurality of cell arrays, wherein\nthe\nplurality of cell arrays are configured to forrn a minimal spacing between the\ncell arrays\nand wherein the cooling channel is formed in the minimal spacing between the\nplurality of\ncell arrays;\na potting material formed of a resin compound, the pouing material\nencompassing\nthe plurality of cell arrays and providing structural support and thermal\nprotection for the\nunitary banery component;\na bottom surface for supporting the plurality of cylindrical-shaped cell\narrays;\none or more side surfaces; and\na lid for supporting the plurality of cell arrays, wherein the lid forms a\nthermal\nbarrier between the plurality of cell arrays and a vehicle_\n2_ The apparatus as recited in Claim 1õ wherein\nthe top surface of each individual\ncylindrical-shaped cell present a positive and negative terminal,\n3. The apparatus as recited in Clairn 1 further comprising a set of\nelectrical\ninterconnects for connecting to a -\nvehicle\nand mounted on at least one of the\none or more side\nsurfaces at a level corresponding to the substantially horizontal plane along\ntop surthces of the\ncy I indric& -shaped cell s.\n4. The apparatus as recited in Claim 6 further comprising a foil sheet\nproviding\nelectrical\nconnectivity to individual cylindrical-shaped cells of the\nplurality of cell arrays.\nThe apparatus as recited in Claim 1, wherein individual cylindrical-shaped\ncells in\nthe plurality of cell arrays include a dielectric sleeve encompassing a side\nsurface.\nThe apparatus as recited in Claim 1, wherein the cooling channd comprises a\n-1 8-\nCA 03158596 2022-5-16\nWO 2021/102340\nPCT/US2020/061626\nmanifold for providing cooling fluid through the cooling channel, wherein the\nmanifold is\nconfigured to provide a first portion that corresponds to an input for the\ncooling fluid and a second\nponi on for output of the cooling fluid.\n7. The apparatus as recited Claim 1 further\ncomprising an external structure\nencompassing the unitary\nbattery\ncornponent.\nS. A unitary\nbattery\ncomponent comprising:\na\nvehicle\n; and\na unitary\nbattery\ncornponent, the unitary\nbattery\ncomponent comprising\na plurality of cell arrays, wherein individual cell arrays include a plurality\nof cells arranged in a common orientation, wherein plurality of cell arrays\nforrn a\nsubstantially horizontal plane along top surfaces of the cells of the\nplurality of cell\narrays, and wherein a top surface of each individual cell present a positive\nand\nnegative terrninal;\na cooling channel formed in proximity to the plurality of cell arrays;\na potting material forrned of a resin compound, the potting material\nencompassing the plurality of cell arrays and providing structural support and\nthermal protection for the unitary\nbattery\ncomponent; and\none or more side surfaces;\na bottom surface for supporting the plurality of cell arrays; and\na top surface for supporting the plurality of cell arrays\nwherein the unitary\nbattery\ncomponent is integrated with the\nvehicle\nproviding\nstructural support surface for the\nvehicle\n.\n9. The system as recited in Clairn 8, wherein the plurality of cells\ncontspond to at\nleast one of cylindrical-shaped cells or rectangular-shaped cells and wherein\nthe common\norientation of the plurality of cell arrays include a line of cells arranged\nsuch that top surfaces of\neach individual cell are aligned.\n10. The system as recited in Claim 8 further comprising a set of\nelectrical\ninterconnects\nfor connecting to a\nvehicle\nand mounted on at least one of the one or more\nside surfaces at a level\nconesponding to the substantially horizontal plane along top surfaces of the\nplurality of cells.\n1 1. The system as recited in Claim 10 further\ncomprising a foil sheet providing\nelectrical\nconnectivity to individual cells of the plurality of cell arrays.\n12. The systetn as recited in Claim 8, wherein the\nplurality of cell arrays are configured\n-19-\nCA 03158596 2022-5-16\nWO 2021/102340\nPCT/US2020/061626\nto form a minimal spacing between the cell arrays and wherein the cooling\nchannel is formed in\nthe minimal spacing between the plurality of cell arrays.\n1 3. The system as recited Claim 8 further cornpiising an external\nstructure\nencompassing the unitary\nbattery\ncomponent.\n1 4. The system as recited in Claim 13 further comprising at least one\nsupport strut\nlocated alongside the unitary\nbattery\ncornponent for providing additional\nstructural support for the\nvehid e.\n15. The system as recited in Claim 8.. wherein the unitary\nbattery\ncomponent is\nmounted to the\nvehicle\nat a perimeter of the unitaty bauery component.\n-20-\nCA 03158596 2022-5-16 | 62/938,646 | United States of America | 2019-11-21 | L'invention concerne un bloc-batterie unitaire intégré pouvant être formé et utilisé en tant que partie du support structural d'un châssis de véhicule. Le bloc-batterie unitaire comprend des cellules en réseaux dont toutes les bornes électriques positives et négatives sont alignées dans le plan sur une face commune de l'ensemble de produit. Le bloc-batterie unitaire comprend des composants de refroidissement servant à refroidir passivement ou activement les réseaux de cellules. Le bloc-batterie unitaire est enfermé dans un matériau d'enrobage qui lui permet de faire partie du support de structure du bloc-batterie unitaire. Le bloc-batterie unitaire peut être intégré dans le véhicule avec ou sans structures de support supplémentaires. | True |
| 398 | Patent 2363401 Summary - Canadian Patents Database | CA 2363401 | NaN | BATTERYAND EQUIPMENT OR DEVICE HAVING THEBATTERYAS PART OF STRUCTURE AND LOCALLY DISTRIBUTED POWER GENERATION METHOD AND POWER GENERATION DEVICE THEREFOR | ACCUMULATEUR ET EQUIPEMENT OU DISPOSITIF INTEGRANT CET ACCUMULATEUR DANS SA STRUCTURE, ET PROCEDE DE GENERATION D'ENERGIE REPARTIE LOCALEMENT ET PROCEDE DE GENERATION D'ENERGIE UTILISE | NaN | TSUTSUMI, KAZUO, ATSUTA, TOSHIO, KUMAGAI, CHIKANORI, KISHIMOTO, MITSUHARU, TSUTSUMI, ATSUSHI | NaN | 2000-03-27 | KIRBY EADES GALE BAKER | English | KAWASAKI JUKOGYO KABUSHIKI KAISHA | 106\nCLAIMS\n1. A\nbattery\ncomprising two vessels connected with a member interposed\ntherebetween that permits passage of an ion but does not permit passage of an\nelectron, a powdered active material filled in one of the vessels and\nsuspended in\nan electrolytic solution to discharge the electron, and a powdered active\nmaterial\nfilled in the other vessel and suspended in an electrolytic solution to absorb\nthe\nelectron, wherein conductive current collectors in contact with the powdered\nactive materials are provided in the two vessels.\n2. The\nbattery\naccording to Claim 1, wherein at least one of fluid fluidizing\nand\ndispersing means and agitating means using a liquid or a gas for fluidizing\nthe\npowdered active materials in the electrolytic solutions in the two vessels are\nconnected to the two vessels or provided in the two vessels to provide\nefficient\ncontact between the powdered active materials and between the powdered active\nmaterials and the current collectors.\n3. The\nbattery\naccording to Claim 1 or 2, wherein the current collectors in\ncontact with the powdered active materials have a shape of one of a bar, a\nplate\nand a tube.\n4. The\nbattery\naccording to Claim 2 or 3, wherein the current collectors in\ncontact with the powdered active materials serve as at least one of the fluid\nfluidizing and dispersing means and the agitating means using the liquid or\nthe\ngas for fluidizing the powdered active materials in the electrolytic solutions\nin the\n107\nvessels.\n5. The\nbattery\naccording to Claim 1, 2, 3, or 4, wherein heat transmitters are\nprovided in the two vessels to keep reaction temperature in the\nbattery\nconstant.\n6. The\nbattery\naccording to Claim 5, wherein the heat transmitters are one of\ntubular current collectors and plate-shaped current collectors in contact with\nthe powdered active materials.\n7. The\nbattery\naccording to Claims 1 to 6, wherein means for discharging\ndegraded powdered active materials out of the two vessels and means for\nsupplying the powdered active materials into the vessels are connected to the\nvessels.\n8. The\nbattery\naccording to Claim 7, wherein at least one of means for\nrecovering discharged, powdered active materials and means for making up the\npowdered active materials is connected to the discharging means, to supply the\nrecovered or made-up powdered active materials from the supplying means into\nvessels.\n9. The\nbattery\naccording to Claim 7 or 8, wherein reaction means for charging\nthe discharged powdered active materials by thermal reaction or chemical\nreaction is connected to the discharging means, to supply the charged powdered\nactive materials from the supplying means into the vessels.\n108\n10. The\nbattery\naccording to any of Claims 1 to 9, wherein the powdered active\nmaterial on an anode side is powdered hydrogen-occluding alloy and the\npowdered active material on a cathode side is powdered nickel hydroxide.\n11. The\nbattery\naccording to any of Claims 2 to 9, wherein the powdered active\nmaterial on an anode side is powdered hydrogen-occluding alloy, the gas\nintroduced into the fluid fluidizing and dispersing means on the anode side is\nhydrogen, the powdered active material on a cathode side is powdered nickel\nhydroxide, and the gas introduced into the fluid fluidizing and dispersing\nmeans\non the cathode side is oxygen or air.\n12. A three-dimensional\nbattery\nof a layered type comprising plural pairs of\nunit\nbatteries\neach comprising a pair of cells connected with a member\ninterposed therebetween that permits passage of an ion but does not permit\npassage of an electron, a powdered active material put in and suspended in an\nelectrolytic solution filled in one of the cells to discharge the electron,\nand a\npowdered active material put in and suspended in an electrolytic solution\nfilled\nin the other cell to absorb the electron, the plural pairs of\nbatteries\nbeing\nintegrally connected in series with conductive current collecting members\nplaced\nso as to define separating walls of the respective cells and be in contact\nwith the\npowdered active materials, wherein the cells on opposite sides are provided\nwith\ncurrent collectors that are in contact with the powdered active materials and\nrespectively function as a cathode and an anode.\n13. The three-dimensional\nbattery\naccording to Claim 12, wherein agitating\n109\nmeans is provided in each of the cells to fluidize the powdered active\nmaterial\nsuspended in the electrolytic solution.\n14. The three-dimensional\nbattery\naccording to Claim 12 or 13, wherein\nconductive studs are provided integrally with and protrusively from the\ncurrent\ncollecting members or the current collectors toward inside of the respective\ncells.\n15. The three-dimensional\nbattery\naccording to Claim 13, wherein a function\nfor stopping fluidization of the powdered active material to reduce amount of\na\npower supplied from the\nbattery\nis added to the agitating means.\n16. The three-dimensional\nbattery\naccording to any of Claims 12 to 15,\nwherein the powdered active material that discharges the electron is\nhydrogen-occluding alloy, cadmium, iron, zinc or lead.\n17. The three-dimensional\nbattery\naccording to any of Claims 12 to 15,\nwherein the powdered active material that absorbs the electron is nickel\noxyhydroxide, lead dioxide, or manganese dioxide.\n18. Equipment or device having a\nbattery\nof a three-dimensional structure as\npart of its structure, comprising two vessels connected with a member\ninterposed therebetween that permits passage of an ion but does not permit\npassage of an electron, a powdered active material filled in one of the\nvessels and\nsuspended in an electrolytic solution in the one vessel to discharge the\nelectron,\nand a powdered active material filled in the other vessel and suspended in an\n110\nelectrolytic solution in the other vessel to absorb the electron, wherein\nconductive current collectors in contact with the powdered active materials\nare\nprovided in the two vessels, the equipment or device having a function as\nchargeable/dischargeable power storage equipment.\n19. The equipment or device according to Claim 18, wherein at least one of\nfluid\nfluidizing and dispersing means and agitating means using a liquid or a gas\nfor\nfluidizing the powdered active materials suspended in the electrolytic\nsolutions\nin the two vessels are connected to the two vessels or provided in he two\nvessels.\n20. The equipment or device. according to Claim 18 or 19, wherein the\nequipment or device is rotary equipment using a power stored in the\nbattery\nas\na\npower source.\n21. The equipment or device according to Claim 18 or 19, wherein the\nequipment or device is a mobile body using a power stored in the\nbattery\nas a\npower source.\n22. The equipment or device according to Claim 18 or 19, wherein the\nequipment or device is power conveying means for supplying a power stored in\nthe\nbattery\nto another equipment.\n23. The equipment or device according to Claim 18 or 19, wherein the\nequipment or device is equipment for converting a power stored in the\nbattery\ninto photo energy, kinetic energy, or heat energy.\n111\n24. The equipment or device according to any of Claims 18 to 23, wherein the\npowdered active material that discharges the electron is hydrogen-occluding\nalloy, cadmium, iron, zinc or lead.\n25. The equipment or device according to any of Claims 18 to 24, wherein the\npowdered active material that absorbs the electron is nickel oxyhydroxide,\nlead\ndioxide, or manganese dioxide.\n26. The equipment or device according to any of Claims 18 to 25, wherein the\nelectrolytic solution is a potassium hydroxide solution, sodium hydroxide\nsolution, or dilute sulfuric acid.\n27. An alkali primary\nbattery\ncomprising a cathode current collector, a\ncathode active material and an electrolytic solution, a separator that permits\npassage of an ion but does not permit passage of an electron, an anode active\nmaterial and an electrolytic solution, and an anode current collector which\nare\nplaced in this order, wherein metal carbide or a mixture of metal carbide and\nthe\nmetal is used as the anode active material.\n28. An alkali secondary\nbattery\ncomprising a cathode current collector, a\ncathode active material and an electrolytic solution, a separator that permits\npassage of an ion but does not permit passage of an electron, an anode active\nmaterial and an electrolytic solution, and an anode current collector which\nare\nplaced in this order, wherein metal carbide or a mixture of metal carbide and\nthe\n112\nmetal is used as the anode active material.\n29. The alkali primary\nbattery\naccording to Claim 27, wherein the cathode\nactive material and the anode active material are powdered.\n30. The alkali secondary\nbattery\naccording to Claim 28, wherein the cathode\nactive material and the anode active material are powdered.\n31. The alkali primary\nbattery\naccording to Claim 27 or 29, wherein the metal\nis iron and the metal carbide is iron carbide.\n32. The alkali secondary\nbattery\naccording to Claim 28 or 30, wherein the\nmetal is iron and the metal carbide is iron carbide.\n33. A locally-distributed power generation method that uses a device using an\nengine such as a gasoline engine, a diesel engine, and a gas turbine to\nactivate an\nelectric\ngenerator to generate a power and a\nbattery\nof a three-dimensional\nstructure comprising two vessels connected with a member interposed\ntherebetween that permits passage of an ion but does not permit passage of an\nelectron, a powdered active material filled in one of the vessels, and\nsuspended in\nan electrolytic solution to discharge the electron, and a powdered active\nmaterial\nfilled in the other vessel and suspended in an electrolytic solution to absorb\nthe\nelectron, wherein conductive current collectors in contact with the powdered\nactive materials are provided in the two vessels, as a\nbattery\nfor storing the\ngenerated power, the device for generating the power and the\nbattery\nof the\nthree-\ndimensional structure being mounted in transfer and transport means including\nany\n113\nof a power-driven two-wheeled\nvehicle\n, a power-driven three-wheeled\nvehicle\n, a\npower-driven four-wheeled\nvehicle\nand ship that travels by the engine and a\npower\nof an\nelectric\nmotor driven by the power from the\nbattery\n, and connects the\nbattery\nof the three-dimensional structure mounted in the transfer and transport means\nto\nan inverter installed in a house or an office, to enable the power generated\nin the\nelectric\ngenerator of the transfer and transport means to be used in a load in\nthe\nhouse or the office when the transfer and transport means is not moving,\nthereby\nutilizing the transfer and transport means which is not moving as fixed power\ngeneration equipment for the house or the office.\n34. The locally-distributed power generation method according to Claim 33 that\nuses a device for generating a power using a fuel\nbattery\n, instead of the\ndevice that\nuses the engine to activate the\nelectric\ngenerator to generate the power.\n35. The locally-distributed power generation method according to Claim 33 or\n34, wherein at least one of solar power generation equipment and wind power\ngeneration equipment is installed in the house or the office, the\nbattery\nof\nthe\nthree-dimensional structure comprising two vessels connected with a member\ninterposed therebetween that permits passage of an ion but does not permit\npassage\nof an electron, a powdered active material filled in one of the vessels and\nsuspended in an electrolytic solution to discharge the electron, and a\npowdered\nactive material filled in the other vessel and suspended in an electrolytic\nsolution\nto absorb the electron, wherein conductive current collectors in contact with\nthe\npowdered active materials are provided in the two vessels, is used as a fixed\nbattery\nfor storing the power generated in the equipment, and the\nbattery\nof\nthe\n114\nthree-dimensional structure mounted in the transfer and transport means which\nis\nnot moving is connected to the fixed\nbattery\nto charge the fixed\nbattery\n, and\nthe\npower from the fixed\nbattery\nis converted into an alternating current and its\nvoltage is adjusted by a inverter to be used in the load in the house or the\noffice.\n36. The locally-distributed power generation method according to Claim 35,\nthat uses the power generated in at least one of the solar power generation\nequipment and the wind power generation equipment to charge the\nbattery\nof the\ntransfer and transport means which is not moving.\n37. The locally-distributed power generation method according to Claim 33,\n34, or 35 that supplies high-temperature substances or/and low-temperature\nsubstances generated in the transfer and transport means which is not moving\nto\nthe house or the office to perform cogeneration.\n38. The locally-distributed power generation method according to Claim 33,\n34, 35 or 37, wherein a silencer is provided outerly on the transfer and\ntransport\nmeans to reduce an emission sound of the engine when the engine is used to\nactivate the\nelectric\ngenerator to supply the power to the house or the office\nwhile\nthe transfer and transport means including any of the power-driven two-wheeled\nvehicle\n, the power-driven three-wheeled\nvehicle\n, and the power-driven four-\nwheeled\nvehicle\nis not moving.\n39. A locally-distributed power generation device comprising:\ntransfer and transport means including any of a power-driven two-wheeled\nvehicle\n, a power-driven three-wheeled\nvehicle\n, a power-driven four-wheeled\n115\nvehicle\nand ship, which uses a device that uses an engine such as a gasoline\nengine, diesel engine, a gas turbine engine to activate an\nelectric\ngenerator\nto\ngenerate a power and a\nbattery\nof a three-dimensional\nbattery\ncomprising two\nvessels connected with a member interposed therebetween that permits passage\nof\nan ion but does not permit passage of an electron, a powdered active material\nfilled in one of the vessels, and suspended in an electrolytic solution to\ndischarge\nthe electron, and a powdered active material filled in the other vessel and\nsuspended in an electrolytic solution to absorb the electron, wherein\nconductive\ncurrent collectors in contact with the powdered active materials are provided\nin the\ntwo vessels, as a\nbattery\nfor storing the generated power, the device for\ngenerating\nthe power and the\nbattery\nof the three-dimensional structure being mounted in\nthe\ntransfer and transport means that travels by the engine and by a power of an\nelectric\nmotor driven by the power from the\nbattery\n;\nan inverter installed in a house or an office to supply an AC and voltage-\nadjusted power to each load of the house or the office; and\na connector that connects the\nbattery\nof the three-dimensional structure\nmounted in the transfer and transport means which is not moving to the\ninverter\ninstalled in the house or the office, wherein\nthe power generated by the\nelectric\ngenerator of the transfer and transport\nmeans can be used in the load of the house or the office.\n40. The locally-distributed power generation device according to Claim 39 that\nuses a device for generating a power using a fuel\nbattery\n, instead of the\ndevice that\nuses the engine to activate the\nelectric\ngenerator to generate the power.\n116\n41. The locally-distributed power generation device according to Claim 39 or\n40, wherein at least one of solar power generation equipment and wind power\ngeneration equipment is installed in the house or the office, the\nbattery\nof\nthe\nthree-dimensional structure comprising two vessels connected with a member\ninterposed therebetween that permits passage of an ion but does not permit\npassage\nof an electron, a powdered active material filled in one of the vessels and\nsuspended in an electrolytic solution to discharge the electron, and a\npowdered\nactive material filled in the other vessel and suspended in an electrolytic\nsolution\nto absorb the electron, wherein conductive current collectors in contact with\nthe\npowdered active materials are provided in the two vessels, is used as a fixed\nbattery\nfor storing the power generated in the equipment, the power generated\nin\nthe equipment is supplied to the load via the inverter connected to the fixed\nbattery\n, and the\nbattery\nof the three-dimensional structure mounted in the\ntransfer\nand transport means which is not moving is connected to the fixed\nbattery\nby\nmeans of a connector to allow the power generated in the\nelectric\ngenerator of\nthe\ntransfer and transport means to be supplied to the fixed\nbattery\n.\n42. The locally-distributed power generation device according to Claim 41,\nwherein the power is supplied from the fixed\nbattery\nin which the power\ngenerated\nin at least one of the solar power generation equipment and the wind power\ngeneration equipment is stored to the\nbattery\nof the transfer and transport\nmeans\nwhich is not moving.\n117\n43. The locally-distributed power generation device according to Claim 39, 40,\nor 41, wherein a heat source of the transfer and transport means is adapted to\ncommunicate with the house or the office via a duct to allow high-temperature\nsubstances or/and low-temperature substances generated in the transfer and\ntransport means which is not moving to be supplied to the house or the office,\nthereby constructing a cogeneration system. | 11/85585 | Japan | 1999-03-29 | L'invention porte sur un accumulateur comprenant des matériaux actifs en poudre et pouvant stocker une grande quantité d'énergie, ainsi que sur un équipement ou dispositif intégrant l'accumulateur dans sa structure. Selon cette invention, une cellule (2) cathodique, dans deux réceptacles raccordés par l'intermédiaire d'un séparateur (1) laissant passer les ions, est remplie d'un matériau actif en poudre et d'une solution (4) électrolytique. Une cellule (3) anodique est remplie d'un matériau actif en poudre et d'une solution (5) électrolytique, et des collecteurs (6, 7) de courant conducteur en contact avec les matériaux actifs en poudre sont ménagés dans les deux réceptacles. | True |
| 399 | Patent 3124384 Summary - Canadian Patents Database | CA 3124384 | NaN | ELECTRICSNOWMOBILE | MOTONEIGE ELECTRIQUE | NaN | SUZUKI, TAKEHITO, OSAWA, KENSUKE | 2023-02-28 | 2021-07-13 | MBM INTELLECTUAL PROPERTY AGENCY | English | YAMAHA HATSUDOKI KABUSHIKI KAISHA | What is Claimed is:\n1. An\nelectric\nsnowmobile comprising:\na body frame;\na driver's seat supported by the body frame;\nan\nelectric\nmotor supported by the body frame;\na ski supported by the body frame;\na track mechanism, which includes a track belt, and the\ntrack mechanism being supported by the body frame below the\ndriver's seat;\na\nbattery\nthat is charged with\nelectric\npower supplied by\nan external power source and capable of supplying the\nelectric\npower to the\nelectric\nmotor, at least a part of the\nbattery\nbeing\ndisposed below the driver's seat and above the track mechanism;\nand\na\nbattery\nheater that can be driven by\nelectric\npower\nsupplied from the external power source and that heats the\nbattery\n.\n2. The\nelectric\nsnowmobile according to claim 1,\ncomprising a controller that controls charging of the\nbattery\nand driving of the\nbattery\nheater, wherein\nthe controller drives the\nbattery\nheater in a case where\na temperature of the\nbattery\nis less than a first threshold.\n3. The\nelectric\nsnowmobile according to claim 2, wherein\nthe controller drives the\nbattery\nheater while the external\n29\npower source supplies the\nbattery\nwith\nelectric\npower.\n4. The\nelectric\nsnowmobile according to claims 2 or 3,\nwherein\nin a case where a voltage of the\nbattery\nis equal to or\nhigher than a second threshold, the controller stops supplying\nelectric\npower to the\nbattery\nfrom the external power source and\ncontinues to drive the\nbattery\nheater.\n5. The\nelectric\nsnowmobile according to claim 4,\ncomprising:\na grip that is gripped by a driver; and\na grip heater that can be driven by\nelectric\npower supplied\nfrom the external power source and that heats the grip, wherein\nin a case where a voltage of the\nbattery\nis equal to or\nhigher than a third threshold, the controller drives the grip\nheater.\n6. The\nelectric\nsnowmobile according to claim 5,\ncomprising:\na sheet heater that can be driven by\nelectric\npower\nsupplied from the external power source and that heats the\ndriver's seat, wherein\nin a case where a voltage of the\nbattery\nis equal to or\nhigher than the third threshold, the controller drives the sheet\nheater.\n7. The\nelectric\nsnowmobile according to claim 6, wherein\nthe grip heater and the sheet heater can be driven by\nelectric\npower supplied from the\nbattery\n.\n8. The\nelectric\nsnowmobile according to claims 6 or 7,\nwherein\nin a case where a voltage of the\nbattery\nis equal to or\nhigher than the second threshold, the controller stops supplying\nelectric\npower to the\nbattery\nfrom the external power source and\ncontinues to drive the grip heater and the sheet heater.\n9. The\nelectric\nsnowmobile according to any one of claims\n1 to 8, wherein\nthe\nbattery\nheater is at least provided between the\ndriver's seat and the\nbattery\n.\n10. The\nelectric\nsnowmobile according to any one of claims\n1 to 9, wherein\nthe\nbattery\nheater is provided at least along a largest\nside surface among side surfaces of the\nbattery\n.\n11. The\nelectric\nsnowmobile according to any one of claims\n1 to 10, wherein\nthe\nbattery\nhas a substantially rectangular shape\nincluding a front surface, a rear surface, an upper surface, a\nlower surface, a right surface, and a left surface,\nthe\nbattery\nis supported by the body frame such that widths\n31\nof the upper surface, the lower surface, the right surface, and\nthe left surface in a\nvehicle\nlongitudinal direction are longer\nthan widths of the front surface and the rear surface in a\nvehicle\nwidth direction, and\nthe\nbattery\nheater is provided at least along the upper\nsurface, the right surface, and the left surface.\n32 | 2020-123580 | Japan | 2020-07-20 | Il est décrit une motoneige électrique qui réduit une réduction defficacité de charge. La motoneige électrique comprend un cadre de corps, un siège du conducteur ou de la conductrice supporté par le cadre de corps, un moteur électrique supporté par le cadre de corps, un ski de droite et un ski de gauche supportés par le cadre de corps, un mécanisme de piste comprenant une courroie et étant supporté par le cadre de corps sous le siège du conducteur ou de la conductrice, une batterie qui est chargée avec une puissance électrique alimentée dune source dalimentation externe et capable dalimenter la puissance électrique au moteur électrique, et un chauffage de batterie C qui peut être entraîné par une puissance électrique alimentée par une source dalimentation externe et qui réchauffe la batterie. | True |
| 400 | Patent 3065290 Summary - Canadian Patents Database | CA 3065290 | NaN | PORTABLE OR HAND HELDVEHICLEBATTERYJUMP STARTING APPARATUS WITHBATTERYCELL EQUALIZATION CIRCUIT | APPAREIL DE DEMARRAGE D'APPOINT DE BATTERIE DE VEHICULE PORTABLE OU PORTATIF AVEC CIRCUIT D'EGALISATION DE CELLULE DE BATTERIE | NaN | STANFIELD, JAMES RICHARD, NOOK, JONATHAN LEWIS, NOOK, WILLIAM KNIGHT, UNDERHILL, DEREK MICHAEL, AGRAWAL, NITISH | NaN | 2018-03-30 | SMART & BIGGAR LP | English | THE NOCO COMPANY | CLAIMS:\n1. A portable or hand held jump starting apparatus, comprising:\na\nbattery\ncomprising a plurality of individual\nbattery\ncells connected in\nseries;\na\nbattery\ncell equalization circuit connected to the\nbattery\n, the\nbattery\ncell\nequalization circuit comprising:\na plurality of individual\nbattery\ncell equalization circuits provided for each\nrespective\nbattery\ncell; and\na plurality of load resistors provided for each respective\nbattery\ncell,\nwherein the individual\nbattery\ncell equalization circuits are configured to\ndischarge a particular\nbattery\ncell by its particular load resistor upon the\nparticular cell\nreaching a cell voltage exceeding a pre-determined upper voltage threshold\nuntil the\nparticular cell reaches a pre-determined lower voltage level below the upper\nvoltage\nthreshold or until the\nbattery\ncharging process is terminated.\n2. The apparatus according to claim 1, wherein the\nbattery\ncell\nequalization circuits\nare configured to discharge or slow a charging rate upon the particular cell\nreaching the\ncell voltage exceeding the pre-determined upper voltage threshold while\ncharging the\nlower voltage cells at a higher rate, allowing the lower voltage cells to\ncatch up to the\nparticular cell having a highest voltage.\n3. The apparatus according to claim 1, wherein the\nbattery\ncell\nequalization circuit is\nconfigured to be enabled or disabled using a single control signal.\n24\n4. The apparatus according to claim 3, wherein disabling the\nbattery\ncell\nequalization circuit during active\nbattery\ncell discharge stops the discharge\nof the\nbattery\ncells.\n5. The apparatus according to claim 3, wherein the\nbattery\ncell\nequalization circuit\ncomprises MOSFET switches and voltage divider resistors, and wherein enabling\nthe\nbattery\ncell equalization circuit involves turning on the MOSFET switches\nelectrically\nconnecting the voltage divider resistors that scale down individual cell\nvoltage of the\nbattery\ncells and feed them to non-inverting inputs of respective comparators,\nallowing\nthem to sense the individual cell voltages.\n6. The apparatus according to claim 5, wherein disabling the\nbattery\ncell\nequalization circuit turns off the MOSFET switches disconnecting the resistors\nand\npreventing cell voltages reaching the comparators' non-inverting signals and\npresenting\nzero voltage to the comparator's non-inverting inputs, causing their output\nvoltages to\nbe zero, which prevents the load resistors from being connected across the\ncells.\n7. The apparatus according to claim 1, wherein the\nbattery\nis a Li-ion\nbattery\n.\n8. The apparatus according to claim 7, wherein the\nbattery\nis a Li-ion\nbattery\npack comprising a plurality of Li-ion\nbattery\ncells.\n9. The apparatus according to claim 1, further comprising an output port\nhaving\npositive and negative polarity outputs; a\nvehicle\nbattery\nisolation sensor\nconnected in\ncircuit with the positive and negative polarity outputs, configured to detect\npresence of a\nvehicle\nbattery\nconnected between the positive and negative polarity outputs;\na reverse\npolarity sensor connected in circuit with the positive and negative polarity\noutputs,\nconfigured to detect polarity of a\nvehicle\nbattery\nconnected between the\npositive and\nnegative polarity outputs and to provide an output signal indicating whether\npositive and\nnegative terminals of the\nvehicle\nbattery\nare properly connected with the\npositive and\nnegative polarity outputs of the output port; a power switch connected between\nthe\ninternal power supply and the output port; and a microcontroller configured to\nreceive\ninput signals from the\nvehicle\nisolation sensor and the reverse polarity\nsensor, and to\nprovide an output signal to the power switch, such that the power switch is\nturned on to\ncause the internal power supply to be connected to the output port in response\nto\nsignals from the sensors indicating the presence of a\nvehicle\nbattery\nat the\noutput port\nand proper polarity connection of positive and negative terminals of the\nvehicle\nbattery\nwith the positive and negative polarity outputs, and is not turned on when\nsignals from\nthe sensors indicate either the absence of a\nvehicle\nbattery\nat the output\nport or\nimproper polarity connection of positive and negative terminals of the\nvehicle\nbattery\nwith the positive and negative polarity outputs,\nwherein the\nbattery\nequalization circuit is a separate isolated circuit\nrelative to the\ncircuit with the positive and negative polarity outputs, and\n26\nwherein the microcontroller is connected to and controls the\nbattery\nequalization\ncircuit.\n10. The apparatus according to claim 9, wherein the power switch comprises\na\nplurality of FETs connected in parallel.\n11. The apparatus of claim 9, wherein the\nvehicle\nisolation sensor and\nreverse\npolarity sensor comprise optically coupled isolator phototransistors.\n12. The apparatus of claim 9, further comprising a plurality of power\ndiodes coupled\nbetween the output port and the internal power supply to prevent back-charging\nof the\ninternal power supply from an\nelectrical\nsystem connected to the output port.\n13. The apparatus of claim 9, further comprising a temperature sensor\nconfigured to\ndetect temperature of the internal power supply and to provide a temperature\nsignal to\nthe microcontroller.\n14. The apparatus of claim 9, further comprising a voltage measurement\ncircuit\nconfigured to measure output voltage of the internal power supply and to\nprovide a\nvoltage measurement signal to the microcontroller.\n27\n15. The apparatus of claim 9, further comprising a voltage regulator\nconfigured to\nconvert output voltage of the internal power supply to a voltage level\nappropriate to\nprovide operating power to internal components of the apparatus.\n28 | 62/480,082 | United States of America | 2017-03-31 | L'invention concerne un dispositif ou un appareil portable ou portatif pour le démarrage d'appoint d'un moteur de véhicule ayant une batterie de démarrage épuisée ou déchargée. Le dispositif ou appareil portable ou portatif de démarrage d'appoint d'un moteur de véhicule comprend un bloc-batterie au lithium-ion rechargeable (Li-ion) et un circuit d'égalisation de cellule de batterie configuré pour empêcher une surcharge d'une ou de plusieurs cellules de batterie lithium-ion individuelles, qui peuvent provoquer un incendie, un endommagement du bloc-batterie et du dispositif ou appareil de démarrage d'appoint d'un véhicule, ou des dommages corporels à un utilisateur. | True |
| 401 | Patent 3070284 Summary - Canadian Patents Database | CA 3070284 | NaN | BATTERYBOX FLOOR FORELECTRICVEHICLESAND CORRESPONDINGVEHICLEBODY | PLANCHER DE BOITE DE BATTERIE POUR VEHICULES ELECTRIQUES ET CARROSSERIE DE VEHICULE CORRESPONDANTE | NaN | MARQUEZ DURAN, SERGIO, VALERA AGEA, ALBERTO, RUIZ, CARLOS, FARIA RODRIGUEZ, SERGIO | NaN | 2018-07-26 | BLAKE, CASSELS & GRAYDON LLP | English | AUTOTECH ENGINEERING S.L. | 14\nCLAIMS\n1.- A\nbattery\nbox floor (1) for\nelectric\nvehicles\nfor being arranged at the\nlower part of a\nvehicle\nbody (100), said\nbattery\nbox floor (1) comprising:\n[a] a\nbattery\npack supporting panel (2) for supporting a plurality of\nbattery\ncells (102),\n[b] a plurality of lower cooling channels (4) for containing a cooling fluid,\nsaid plurality of lower\ncooling channels (4) being arranged adjacent to and below said\nbattery\npack\nsupporting panel\n(2) such that they can cool said\nbattery\ncells (102) and\n[c] an underbody protection (6) arranged below said plurality of lower cooling\nchannels (4),\ncharacterized in that\n[d] a deformation inner cavity (8) is provided between said plurality of lower\ncooling channels\nand said underbody protection (6), and in that\n[e] said\nbattery\nbox floor (1) is integrally formed from a metallic material.\n2.- The\nbattery\nbox floor (1) according to claim 1, characterized in that said\nmetallic material is\nan aluminium alloy and in that said\nbattery\nbox floor (1) is made up of at\nleast one extruded part\nof said aluminium alloy, said extruded part forming:\n[a] said supporting panel (2),\n[b] said lower cooling channels (4),\n[c] said deformation inner cavity (8) and\n[d] said underbody protection (6).\n3.- The\nbattery\nbox floor (1) according to claim 2, characterized in that it\nis extruded in a single\npart of said aluminium alloy.\n4.- The\nbattery\nbox floor (1) according to claim 2, characterized in that said\nbattery\nbox floor\n(1) is made up of a plurality of extruded parts connected to each other via\nconnecting means.\n5.- The\nbattery\nbox floor (1) according to any of the previous claims,\ncharacterized in that said\ndeformation inner cavity (8) has a lower inner face (10) and an upper inner\nface (12) and in that\nsaid\nbattery\nbox floor (1) further comprises a plurality of inner ribs (14),\nsaid plurality of inner\nribs (14) extending from said lower inner face (10) to said upper inner face\n(12).\n15\n6.- The\nbattery\nbox floor (1) according to claim 5, characterized in that\nadjacent to at least one\nlower cooling channel (4) said\nbattery\nbox floor (1) comprises interrupting\nsections (20), and in\nthat at least one rib of said plurality of inner ribs (14) extends from said\nlower inner face (10) to\nsaid upper inner face (10) at said interrupting sections (20).\n7.- The\nbattery\nbox floor (1) according to any of claims 5 or 6, characterized\nin that at least\none rib of said plurality of inner ribs (14) has an arch shaped cross section.\n8.- The\nbattery\nbox floor (1) according to any of the previous claims,\ncharacterized in that said\nat least one arch shaped rib (14) is arranged such that the concave side of\nsaid at least one\narch shaped rib (14) faces said upper inner face (12) of said inner cavity (8)\nand encapsulates\nat least one lower cooling channel (4) between two interrupting sections (20).\n9.- The\nbattery\nbox floor (1) according to any of the previous claims,\ncharacterized in that the\nlower cooling channels (4) of said plurality of lower cooling channels (4) are\nfluidly connected to\none another to form a cooling circuit and in that the cooling fluid can be\ncirculated within said\ncooling circuit.\n10.- A\nvehicle\nbody (100), characterized in that it comprises a\nbattery\nbox\nfloor (1) according\nto claims 1 to 9.\n11.- The\nvehicle\nbody (100) according to claim 10, characterized in that it\nfurther comprises\nbeams (104) containing beam cooling channels (106) integrated therein for\ncontaining said\ncooling fluid, said beams (104) being arranged adjacent to said\nbattery\nbox\nfloor (1) for cooling\nthe\nbattery\ncells (102) adjacent to said beams (104).\n12.- The\nvehicle\nbody (100) according to claim 11, characterized in that the\nlower cooling\nchannels (4) of said plurality of lower cooling channels (4) and said beam\ncooling channels\n(106) are fluidly connected to one another to form a cooling circuit and in\nthat the cooling fluid\ncan be circulated within said cooling circuit.\n13.- The\nvehicle\nbody (100) according to claim 11 or 12 , characterized in\nthat it said beams\n(104) are lower longitudinal side beams (104) arranged at each side of said\nvehicle\nbody (100),\n16\nin the longitudinal moving direction (L) of the\nvehicle\n, and in that each of\nsaid side beams (104)\ncomprises side beam cooling channels (106) integrated therein for containing\nsaid cooling fluid,\nsaid side beam cooling channels (106) being arranged relative to said\nsupporting panel (2) for\nlaterally cooling said\nbattery\ncells (102) adjacent to said side beams (104).\n14.- The\nvehicle\naccording to any of claims 10 to 13, wherein said plurality\nof lower cooling\nchannels (4) are arranged along the longitudinal moving direction (L) of the\nvehicle\nor\nperpendicularly thereto. | 17382495.4 | European Patent Office (EPO) | 2017-07-26 | La présente invention concerne un plancher de boîte de batterie (1) pour véhicules électriques qui est disposé au niveau de la partie inférieure d'une carrosserie de véhicule (100). Le plancher de boîte de batterie (1) comprend un panneau de soutien de bloc-batterie (2) permettant de soutenir une pluralité de cellules de batterie (102), une pluralité de canaux de refroidissement inférieurs (4) destinés à contenir un fluide de refroidissement, une pluralité de canaux de refroidissement inférieurs (4) étant disposés de manière adjacente au panneau de soutien de bloc-batterie (2) et au-dessous de ce dernier de telle sorte qu'ils puissent refroidir les cellules de batterie (102) et une protection de soubassement de carrosserie (6) disposée au-dessous des canaux de refroidissement inférieurs (4). Le plancher de boîte de batterie (1) comprend en outre une cavité interne de déformation (8) entre ladite pluralité de canaux de refroidissement inférieurs et ladite protection de soubassement de carrosserie (6). De plus, le plancher de boîte de batterie (1) est formé d'un seul tenant à partir d'un matériau métallique. L'invention concerne également une carrosserie de véhicule comprenant le plancher de boîte de batterie (1). | True |
| 402 | Patent 3064303 Summary - Canadian Patents Database | CA 3064303 | NaN | BATTERYCHARGER WITH DETACHABLEBATTERY | CHARGEUR DE BATTERIE AYANT UNE BATTERIE AMOVIBLE | NaN | INSKEEP, MATHEW, SHUM, LING TO | NaN | 2018-05-22 | FINLAYSON & SINGLEHURST | English | VECTOR PRODUCTS, INC. | 12\nCLAIMS\nWhat is claimed is:\n1. A system for providing a boost of energy to or to charge a depleted\nexternal load\nusing a\nbattery\npack, comprising:\na body enclosure having a docking bay, the docking bay adapted for receipt of\na\nbattery\npack; and\na DC-to-DC switching regulator in\nelectrical\ncommunication with a pair of\nelectrical\nconductors of the\nbattery\npack when the\nbattery\npack is received within the\ndocking bay, the\nDC-to-DC switching regulator adapted for\nelectrical\ncommunication with the\ndepleted external\nload when the system provides the boost of energy.\n2. The system for providing a boost of energy of claim 1 further comprising a\nmicroprocessor disposed within the body enclosure and programmed to control\nthe operation\nof the DC-to-DC switching regulator.\n3. The system for providing a boost of energy of claim 1 further comprising an\ninternal\nelectrical\nconnector disposed within the body enclosure and externally\naccessible at the\ndocking bay, the internal\nelectrical\nconnector adapted for\nelectrical\ncommunication with the\npair of\nelectrical\nconductors when the\nbattery\npack is received within the\ndocking bay, the\ninternal\nelectrical\nconnector\nelectrically\nconnected to DC-to-DC switching\nregulator in order\nto provide\nelectrical\ncommunication between the\nelectrical\nconductors and the\nDC-to-DC\nswitching regulator.\n4. The system for providing a boost of energy of claim 2 wherein the\nmicroprocessor\nin\nelectrical\ncommunication with the\nelectrical\nconductors of the\nbattery\npack\nand programed\nto run a diagnostic of the\nbattery\npack received within the docking bay prior\nto allowing the\nDC-to-DC switching regulator to receive energy from the\nbattery\npack.\n5. The system for providing a boost of energy of claim 1 wherein the external\nload is a\nvehicle\nbattery\nand the boost of energy allows the\nvehicle\nbattery\nto be used\nto start a\ncombustion\nvehicle\nengine.\n6. The system for providing a boost of energy of claim 2 further comprising a\nvisual\ndisplay for displaying information to a user regarding the tool\nbattery\npack\nor charging or\n13\ntransferring of energy process, the information displayed by the visual\ndisplay received from\nthe microprocessor.\n7. The system for providing a boost of energy of claim 2 further comprising a\npair of\nbattery\nclamps or clips (clips") and a pair of output\nelectrical\nconductors,\neach of the output\nelectrical\nconductors in\nelectrical\ncommunication with the DC-to-DC switching\nregulator; each\nof the pair of\nbattery\nclips secured to an end of a specific one of the pair\noutput\nelectrical\nconductors, each of the pair of\nbattery\nclips adapted for securement to a\nspecific terminal of the\nexternal load; wherein the microprocessor receiving information regarding the\nsecurement of\nthe pair of\nbattery\nclips to the pair of terminals and programmed to run a\ndiagnostic to determine\nif each clip is attached to a correct terminal of the external load.\n8. The system for providing a boost of energy of claim 7 further comprising a\nswitch\nincluded with one of the output\nelectrical\nconductors and the microprocessor\nis programmed to\nclose the switch when the microprocessor determines that a proper securement\nexist between\nthe pair of\nbattery\nclips and the pair of terminals of the external load.\n9. The system for providing a boost of energy of claim 1 wherein the\nbattery\npack is a\nbattery\npack used for a power tool.\n10. The system for providing a boost of energy of claim 2 wherein the\nmicroprocessor\nprogrammed to regulate a DC signal received from the\nbattery\npack such that\nthe received DC\nsignal matches a voltage and is in a recommended charging voltage range of the\ndepleted\nexternal load.\n11. A system for providing a boost of energy to or to charge a depleted\nexternal load\nusing a\nbattery\npack, comprising:\na body enclosure having a docking bay, the docking bay adapted for receipt of\na\nbattery\npack; a DC-to-DC switching regulator in\nelectrical\ncommunication with a pair\nof\nelectrical\nconductors of the tool\nbattery\npack when the\nbattery\npack is received within\nthe docking bay,\nthe DC-to-DC switch regulator adapted for\nelectrical\ncommunication with the\ndepleted external\nload when the system provides the boost of energy\na microprocessor disposed within the body enclosure and programmed to control\nthe\noperation of the DC-to-DC switching regulator, the microprocessor in\nelectrical\ncommunication with the\nelectrical\nconductors of the\nbattery\npack and programed\nto run a\ndiagnostic of the\nbattery\npack received within the docking bay prior to\nallowing the DC-to-DC\nswitching regulator to receive energy from the\nbattery\npack, the\nmicroprocessor programmed\n14\nto regulate a DC signal received from the\nbattery\npack such that the received\nDC signal matches\na voltage and is in a recommended charging voltage range of the depleted\nexternal load;\na pair of\nbattery\nclamps or clips (clips"), each of the pair of\nbattery\nclips\nadapted for\nsecurement to a specific terminal of the external load; and\na pair of output\nelectrical\nconductors, each of the output\nelectrical\nconductors in\nelectrical\ncommunication with the DC-to-DC switching regulator; each of the\npair of\nbattery\nclips secured to an end of a specific one of the pair output\nelectrical\nconductors;\nwherein the microprocessor receiving information regarding the securement of\nthe pair\nof\nbattery\nclips to the pair of terminals and programmed to run a diagnostic\nto determine if each\nclip is attached to a correct terminal of the external load.\n12. The system for providing a boost of energy of claim 11 further comprising\na visual\ndisplay for displaying information to a user regarding the tool\nbattery\npack\nor charging or\ntransferring of energy process, the information displayed by the visual\ndisplay received from\nthe microprocessor.\n13. The system for providing a boost of energy of claim 11 further comprising\na switch\nincluded with one of the output\nelectrical\nconductors and the microprocessor\nis programmed to\nclose the switch when the microprocessor determines that a proper securement\nexist between\nthe pair of\nbattery\nclips and the pair of terminals of the external load.\n14. A method for providing a boost of energy to or to charge a depleted\nexternal load\nusing a tool\nbattery\npack\na. receiving a tool\nbattery\nback by a docking bay of an energy boost system;\nb. transferring energy from the tool\nbattery\npack to a depleted external load\nthrough the\nenergy boost system.\n15. The method for providing a boost of energy of claim 14 further comprising\nthe step\nof running a diagnostic of the tool\nbattery\npack by a microprocessor of the\nenergy boost system\nprior to transferring energy from the tool\nbattery\npack in step b.\n16. The method for providing a boost of energy of claim 15 further comprising\nthe step\nof recharging the tool\nbattery\npack where the microprocessor determines from\nthe diagnostic\nthat the tool\nbattery\npack needs to be recharged prior to transferring energy\nfrom the tool\nbattery\npack in step b.\n15\n17. The method for providing a boost of energy of claim 14 further comprising\nthe step\nof connecting a pair of\nbattery\nclips of the energy boost system to a pair of\nterminals of the\ndepleted external load and running a diagnostic of the connection to determine\nif the connection\nis correct by a microprocessor of the energy boost system prior to\ntransferring energy from the\ntool\nbattery\npack in step b.\n18. The method for providing a boost of energy of claim 17 further comprising\nthe step\nof closing an\nelectrical\nswitch in one of a pair of output\nelectrical\nconductors of the energy\nboost system where the microprocessor determines that a proper connection\nexist between the\nbattery\nclips and the terminals.\n19. The method for providing a boost of energy of claims 14 wherein step b.\ncomprises\nthe steps of engaging a DC-to-DC switching regulator circuit by a\nmicroprocessor to cause\nenergy to transfer from the tool\nbattery\npack to the external load, the DC-to-\nDC switching\nregulator in\nelectrical\ncommunication or connection with the tool\nbattery\npack\nand the depleted\nexternal load.\n20. The method for providing a boost of energy of claim 14 further comprising\nthe step\nof regulating a DC signal received from the tool\nbattery\npack to match a\nvoltage of the depleted\nexternal load prior to transferring the energy from the tool\nbattery\npack to\nthe depleted external\nload.\n21. The method for providing a boost of energy of claim 14 further comprising\nthe step\nof regulating an incoming DC signal received from the tool\nbattery\npack to a\nmatch a\nrecommended charging voltage range for the depleted external load. | 62/510,846 | United States of America | 2017-05-25 | La présente invention concerne un chargeur de batterie portable compact qui est raccordé à une batterie d'outil amovible ou à une source externe similaire qui permet à un procédé portable pratique de recharger ou de fournir une amplification à une batterie secondaire épuisée telle que celle d'un moteur à combustion. L'appareil chargeur de batterie portable incorpore un procédé d'extraction d'énergie à partir d'un bloc-batterie d'outil, ou analogue pour charger rapidement une batterie secondaire. La batterie secondaire pourrait avoir diverses tailles électriques et physiques. L'énergie extraite est transférée à la batterie secondaire connectée à la sortie du chargeur à l'aide d'un régulateur de commutation CC-CC à haut rendement. | True |
| 403 | Patent 2861987 Summary - Canadian Patents Database | CA 2861987 | NaN | ISOLATION CONTACTOR TRANSITION POLARITY CONTROL | COMMANDE DE POLARITE DE TRANSITION DE CONTACTEURS D'ISOLATION | NaN | BISSONTZ, JAY E. | NaN | 2012-05-10 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | What is claimed is:\n1. An\nelectrical\npower system comprising:\na rechargeable energy storage system;\nmeans for charging the rechargeable energy storage system;\nmeans for providing bi-directional direct current\nelectrical\npower\ntransmission\nbetween the means for charging and the rechargeable energy storage system;\na control system responsive to requests for changes in state of the\nelectrical\npower\ndistribution system for determining polarity of power flow on the bi-direction\nelectrical\npower bus;\nfirst and second isolation contactors providing magnetic blow out arc\ninterruption\nin the means for providing, the first and second isolation contactors being\nconnected into the means for providing so as to exhibit opposed polarities;\nand\nthe control system being further responsive to a request for a change of state\nof\nthe\nelectrical\npower distribution system from on to off and to determination\nof the\npolarity of power flow for selecting one of the first and second isolation\ncontactors to open first.\n2. The\nelectrical\npower system of claim 1, further comprising:\nthe control system including programming means for initiating a steady state\nperiod of limited duration during which loads connected to the\nelectrical\npower\ndistribution system are managed to maintain the polarity of power flow.\n3. The\nelectrical\npower system of claim 2, wherein:\n12\nthe rechargeable energy storage system comprises\nelectrical\nstorage\nbatteries\n;\nand\nthe means for charging includes at least a first dual mode\nelectrical\nmotor/generator.\n4. The\nelectrical\npower system of claim 3, further comprising:\nthe steady state period having a predetermined maximum duration,\n5. The\nelectrical\npower system of claim 4, further comprising:\nthe steady state period includes management of the dual mode\nelectrical\nmotor/generator.\n6. A method of operating an\nelectrical\npower system on a hybrid-\nelectric\nvehicle\n, the\nelectrical\npower distribution system including at least a first dual mode\nelectrical\nmotor/generator, high voltage traction\nbatteries\n, bi-directional direct\ncurrent\npower transmission lines connectable between the dual mode\nelectrical\nmotor/generator and the high voltage traction\nbatteries\n, first and second\nisolation\ncontactors including magnetic blow out and connected into the power\ntransmission lines to exhibit opposed polarity and an\nelectrical\nsystem\ncontroller,\nthe method comprising the steps of:\nresponsive to a request to deenergize the\nelectrical\npower distribution system\ndetermining the polarity of current on the bi-directional direct current power\ntransmission lines;\nselecting one of the first and second isolation contactors to open;\n13\nestablishing a steady state for the bi-directional direct current power\ntransmission\nlines during which polarity remains unchanged;\nopening the selected isolation contactor; and\nthereafter opening the non-selected isolation contactor.\n7. The method of claim 6, further comprising:\nthe steady state having a predetermined maximum duration.\n8. The method of claim 7, further comprising a step of:\nmanaging loads connected to the power distribution system to maintain the\nsteady\nstate.\n9. A hybrid\nvehicle\ncomprises:\na rechargeable energy storage system;\nelectrical\nmotor/generators for charging the rechargeable energy storage\nsystem;\nmeans for providing bi-directional direct current\nelectrical\npower\ntransmission\nbetween the\nelectrical\nmotor/generators and the rechargeable energy storage\nsystem;\na control system responsive to requests for changes in state of the\nelectrical\npower\ndistribution system for determining polarity of power flow on the bi-direction\nelectrical\npower bus;\n14\nfirst and second isolation contactors providing magnetic blow out arc\ninterruption\nin the means for providing, the first and second isolation contactors being\nconnected into the means for providing so as to exhibit opposed polarities;\nand\nthe control system being further responsive to a request for a change of state\nof\nthe\nelectrical\npower distribution system from on to off and to determination\nof the\npolarity of power flow for selecting one of the first and second isolation\ncontactors to open first.\n10. The hybrid\nvehicle\nof claim 9, further comprising:\nthe control system including programming means for initiating a steady state\nperiod of limited duration during which loads connected to the\nelectrical\npower\ndistribution system are managed to maintain the polarity of power flow.\n11. The hybrid\nvehicle\nof claim 10, wherein:\nthe rechargeable energy storage system comprises\nelectrical\nstorage\nbatteries\n.\n12. The hybrid\nvehicle\nof claim 11, further comprising:\nthe steady state period having a predetermined maximum duration.\n13. The hybrid\nvehicle\nof claim 12, further comprising:\nthe steady state period includes management of the\nelectrical\nmotor/generator. | NaN | NaN | NaN | Selon l'invention, un système de distribution d'énergie électrique comprend un moteur/générateur électrique à mode double, des batteries de traction à haute tension, des lignes de transmission de courant direct bidirectionnelles aptes à être connectées entre le moteur/générateur électrique à mode double et les batteries de traction à haute tension, des premier et second contacteurs d'isolation comprenant un soufflage magnétique et qui sont connectés aux lignes de transmission de courant afin de présenter une polarité opposée et un contrôleur de système électrique. Afin d'éteindre le système de distribution d'énergie électrique, la polarité du courant sur les lignes de transmission bidirectionnelles est déterminée. Une fois que la polarité a été déterminée, le contacteur d'isolation de polarité correspondante est choisi pour être ouvert. | True |
| 404 | Patent 3215497 Summary - Canadian Patents Database | CA 3215497 | NaN | INTELLIGENT LEAD-ACIDBATTERYSYSTEM AND METHOD OF OPERATING THE SAME | SYSTEME DE BATTERIE PLOMB-ACIDE INTELLIGENT ET SON PROCEDE DE FONCTIONNEMENT | NaN | JIN, ZHIHONG, FENG, LU, SONG, WEI, SEARL, JASON D., LIEDHEGNER, JOSEPH E., PATEL, DHARMENDRA B., RIGBY, CRAIG W., WYATT, PERRY, FUHR, JASON, CIURLIK, KATHRYN MARIE, DUELL, RODERIQUE, VARATHARAJAH, ARUNRAJ, THIEL, TYLER | NaN | 2022-04-14 | WILSON LUE LLP | English | CPS TECHNOLOGY HOLDINGS LLC, CLARIOS GERMANY GMBH & CO. KG, CPS TECHNOLOGY HOLDINGS LLC | WO 2022/221598\nPCT/US20221024923\nCLAIMS\nWhat is claimed is:\n1. .A 'netheri olmonitoring a lead-acid\nbattery\nsystem comprising a\nlead-acid\nbattery\nhaving\na plurality ofeells, the method comprising:.\nsensing a firstparameter associated with a first one or more cells of the\nplurality of cells;\n-sensing a second p.aratneter associated with a second one or rnore cells\nof:the plurality of\ncctIs thc second one or more cells. being-different from the first one or more\ncells; and\ndetermiMng a state of the. lead-acid\nbattery\nbased on the firstparameter and\nthe second\nparameter.\nThe method of claim I, wherein the first parameter is a. first eell voltage\nand the second\nparameter is a second eell voltage.\n3. The method of -claim 2,.wherein the state is a.health -of the lead-acid\nbattery\nand wherein\nthe determining-the state includes determining a health of the- lead-acid\nbattery\nbased on the first\nvoltage and the second voltage.\n4. The method of claim 2, wherein the state is a function of the lead-acid\nbattery\nand\nwherein the. determining the function includes determining the: function of\nthe lead-aeid haWry\nbased on the first voltage and the second voltage,\nS. The method of claim .2, wherein the. state is a :eharge: of the\nlead-acid\nbattery\nand wherein\nthe determining the charge includes determining a. function.of the lead-atid\nbattery\nbased on the\nfirst voltage and the second voltage.\n6. The method of one of claims 2-5, and further comprising:\ndetermining a-voltage value based on. the- first-cell voltage;\nmonitoring whether-the voltage value traverses a:threshold value; and\nidentifying a first state for the lead-acid\nbattery\nwhen ths vtiltage value\ntraverses the\nthreshold value.\n37\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\n7. The method of claim 0, wherein the threshold value indicates a\nfirst cell voltage is low,\nand the first state is a potential fault with the first .cell.\n8, The method of claim 6, wherein the threshold value indicates a\nfirSt cell voltage is low,\nand. the first state is a potential fault with the lead-acid\nbattery\n.\n9. The method olone of claims 2-8, and further comprisin.g::\nsensing a third voltage of-the lead-acid\nbattery\n, the third voltage being a\nbattery\nvoltage\nof the lead-acid\nbattery\n:- and\nwherein the determining the state ofthe lead-acid\nbattery\nis further based on\nthe third\nvoltage.\n10. The method of-claim 1, wherein the sensing the first pat-a:meet'\nincludes sensing a first.\nvoltage of a first number of cells of the plurality -of cells, the. first\nnurnber being .greater than one\nand less than. the pluntlity ofcells,\nwherein the sensing the second parameter includes sensing a .second voltage of\naseconcl\nnurtiber of cells pf.the plarality of tells, the ;t-*e.ond rktober being\ngreater Chap one. apd :less than\nthe plurality of cells, and\nwherein the determinine the state of the lead-acid\nbattery\nincludes\ndetermining the state\nof the lead-acid\nbattery\nbased on the first voltage and the second voltage.\n11. The method.ofclairn 10, wherein a number of the phirality of cells is\nsix,.and wherein the\nfirst number of cells are three of the six cells, and= the second number of\ncells are three different\ncells of the six cells.\n1.2. The method of claim 2, wherein. the lead-acid\nbattery\nis defined\nby.(n)\nwherein the sensing: steps further comprises sensing (n) cell voltages\nassociated with the\n(0) cell's, each cell. voltageof the (n) cell voltages being associated. with\na respective cell, and\nwherein determining the state of the lead,aeid:\nbattery\nis ftirther based on\nthe. (n).eell\nvoltages.\n13: The method of claim .12, and further comprising:.\n38\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\ndetermining (n) voltage values based on the sensed (n) cell.voltages, each\ncell voltage\nvalue of the( cell voltages being -associated with a respective sensed cell\nvoltage of the sensed\n(n) cell values;\nmonitoring whether one or more of the (n) voltage values traverse a. threshold\nvalue\nindicative of whether one or more eell voltages are low; and\nidentifying a fust .state for the lead-acid\nbattery\nwhen one or more of the\n(n) voltage\nvalues traverse the threshold value..\n14. The method of claim I, wherein the first parameter is a first\ncell temperature -and. the\nsecond parameter is second cell temperature.\nIS. The method of claim 14, -and. further comprising:\ndetermining. a temperature value based on. the sensed first cell teinperature;\nmonitoring whether the temperature value traverses a threshold valne; and\nidentifying a first state fOr th:e lead-acid\nbattery\nwhen the temperature\nvalue traverses the\nthreshold value.\n16. The method of claim 15, wherein the threshold value indicates. the\nfirst e.ell.temperature i\nhigh, and the first state is a potential fault with the first cell.\n17. The method of claim 16,.wherein the threshold value indicates. a. first\ncell temperature is\nhigh, and the first state is a potential fault with the tead-acid\nbattery\n.\n18. The method of one of claims 14-17, and further comprising:\nsensing a third temperature associated with the lead-acid\nbattery\n, the third\ntemperature\nbeing an ambient or enviromnent temperature for the lead-acid:battery; and\nwherein the determining the.state of the leactacid\nbattery\ni further based on\nthe third\ntemperature.\n19. The method of claim 1,- wherein the sensing the first parameter\nincludes sensing a first\ntemperature of a first number of cells of the plurality of cells,\n39\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\noherein th.e sensiiig the Second parameter includes sensihg a second.\ntemperature of a\nsecondnumber of cells of the plurality oft:ells, and\nwherein the determining the..state of the lead-acid\nbattery\ninclude&\ndetermining the state\nof the lead7acid\nbattery\nbased ori. the first temperature and the second\ntemperature.\n20: The method of claim 1., ancl further comprising:\ndetermining-a level of automation for a\nvehicle\nfor thelead-acid batterysystem\nto be\nplaced in;\ndetermining .a threaho kt valu:c indicative Of a fatilt based oh the level of\nautomation;\ndetermining:a:first parameter value using the sensed first parameter;\nmonitoring whether the first parameter vahie traverses the threshold -value;\nand:\nidentifying the state of the lead-acid\nbattery\nwhen the -first parameter value\ntraverses the\nthreshold value,.\n21. The method of claim 20, wherein determining a level of automation\nincludes receiving\nthe level of automation.\n22. The method of one of claims 20 or 21, wherein the fault relates to a\nfunetional.safety\ncondition of the lead-acid\nbattery\nsystem,. the\nvehicle\n, or-both the lead-acid\n.\nbattery\nand the\nvehicle\n.\n.23. The method of cme of claims 20 or 21, wherein the fault relates\nto a potential usage fault\nof the lead-acid\nbattery\nsystem, the vehiele, or both th.e lead-acid\nbattery\nsystem and the\nvehicle\n..\n24. The methed of one of claitns 20 or 21., wherein the fault relates to a\npotential load fault of\nthe lead-acid\nbattery\nsystem, the\nvehicle\n, or both. the leaditeid\nbattery\nsystem.and the\nvehicle\n:\n25. The method of one aciaitns 20-24, wherein the level of automation. is\nbased on SAE\nInternational automation levels.\n26. The method of one of claims 1-25, themethod comprising:\nmodifying operation of the lead-acid\nbattery\nsystem based on the -state.\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\n27, A lead-acid\nbattery\nsystem cotnpriaing::\na lead-acid-\nbattery\ncomprising a plundity of cells;\na first parameter sensor associated with a first: one.or more cells of the\nplurality of cells;\nA second parameter sensor associate with a second ape or more cells of the\nplurality of\ncells; and\na\nbattery\nmonitoring unit coupled to the first parameter sensor, the sedond\nparameter\nsensor,and. the lead-acid\nbattery\n,. the\nbattery\nmonitoring unit -to perform\none of the methods of\nclaims 1-26.\n28. The lead-acid\nbattery\nsystem of claim 27, wherein the load-acid\nbattery\nfurther comprises\nan acid: solution, wherein the fu=st cell of the plurality of Cells has a\ncathode, pp anode, and a\nseparator, and wherein -at least, one: of the (*hocks and the anode comprises\nlead.\n29. The lead-acid\nbattery\nsystem of one of claims .27. or 28, and fiwther\ncomprising;\na cells cotrip.artrnent;\na\nbattery\nmonitoring system compartment;\na wall .positioned between the cells. compartment and the\nbattery\nmonitoring\nsystem\ncompartment;\na first post extending through the wall. between the cells compartment and the\nbattery\nmonitoring system compartment, the first.post associated with the first.one or\nmore cells of the\nplurality of cells, thelirst parameter sensor coupled to the first NO; and\na second post extending through thewallbetween-the cells -compartment and\nthe.battery\ninorlitoring. system. compartment, the second: post associated with the second\none or more cells of\nthe plurality of cells, the second paratneter sensor coupled to the second-\npost.\n30. The iead-acid\nbattery\nsystem of claim. 29, further comprising a seal\naround the first. post..\n31 The ka.d-acid\nbattery\nsystem of claim 30, wherein the seal\nincludes an 0-ring.\n32. The kad-acid\nbattery\nsystem of one of claims 30 or 31, wherein\nthe seal includes an\nepoxy.\n41\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\n33.. The lead-acid\nbattery\nsystem of claim 29, further comprising\na.terminal extending\nthrough the. wall between thexells compartment and the\nbattery\nmonitoring\nsystem compartment,\nwherein the terminal includes lead.\n34, The lead-acid\nbattery\nsystem-of one ofclaims 2.7 or 28, wherein\nthe first. parameter sensor\nis a first cell.voltage sensorand the second parameter sensor-is:a second cell\nvoltage sensor,\nwherein the first parameter is a first cell voltage and the second parameter\nis a second cell\nvoltage., and Wherein the lead-acid\nbattery\nsystem further comprises:\n.a housing. dcfining.at least in part a cells compartment and at least in part\na\nbattery\nrnonitoring..system .(BMS) compartment, and including a wall- disposed between\nthe cells\ncompartment and the BMS compartment;\nthe plurality of\nbattery\ncelishou.sed in the cells compartmentand inchiding a\nfirst\nbattery\ncell and a second. batteiy eell, the first\nbattery\ncell having a first post\nand a seeond post\nassociated with the first\nbattery\ncell, the first poSt and the seeond post\nprotruding through the\nwall between. the cells compartment to the BMS compartment; and\na-\nbattery\nmonitor system (BMS) housed by the BM$ compartment, the BMS\nincluding\nthe first yoftage sensor\nelectrically\ncoopled to the first post an:d tbe\nsecond post.\n35. The lead-acid battety f;ystetti of elaitrt 34, Wherein the seeond\nbattery\ncell has a third pbst\nand a fourth post associated with the second\nbattery\ncell, the third post and.\nthe fourth post\nprotruding through the wall between the cells compartment-to the BMS\ncompartment, and\nwherein the BMS further includes a second voltage sensor\nelectrically\ncoupled\nto- the\nthird post and the fourth post.\n36. The lead-acid\nbattery\nsystem of claim 35, wherein. the phirality of\nbattery\n-cells housed in\nthe cells compartment further comprises a third\nbattery\n-cell, the third\nbattery\ncell having the.\nsecond post. and the third post associated with. the third\nbattery\ncell, the\nsecond post and the third\npost protruding throngh the wall between the cells compartment to. the BMS\ncompartment,. and\nwherein the BMS further includes a third voltage sensor\nelectrically\nc.oupled\nto. the\nsecond-post. and the third post.\n37: The lead-acid\nbattery\nsystem of claim 36, further comprisin.g:\n42\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\na first terminal strap\nelectrically\ncoupling .the .first\nbattery\ncell to the\nsecond\nbattery\ncell;.\na trecond terminal strap\nelectrically\n.coupling the second\nbattery\ncell to the\nthird\nbattery\ncell; and\nwherein the first terminal strap includes the second post, and the second\nterminal strap\nincludes the third post.\n38. The lead-acid\nbattery\nsystem of one ofelaims 34-37, wherein the housing\nfurther includes\na cell base, a cell cover, a BMS base, and a BMS cover, and\nwherein the cell cover .and the. BMS base inclades the Wall between the cells\ncornpartm.ent th.e BMS compartment.\n39. The lead-acid\nbattery\nsystem of one of claims 34-38, wherein the BMS\nfurther includes.\none or more of a\nbattery\nvoltage sensor to sense a.battery voltage, a\nbattery\ncurrent sensor to\nsense a\nbattery\ncurrent, and a temperature sensor to sense a temperature,\n40. The lead-aeid\nbattery\nsystem of one of elaitns 27-39, wherein the lead-\natid battely system\nfurther comprises 8. &play coupled to the housing, and. wherein. the load-acid\nbattery\nsystem\noutputs the State of the lead-acid\nbattery\nvia the display.\n41. The lead-acid\nbattery\nsystem of claim 40, wherein the display includes\na plurality of\nlight,ernitting diodes.\n42. The lead-acid\nbattery\nsystem of one of claims 40. or 41, wherein the\nlead-acid\nbattery\nfurther comprises a wired conununication port disposed in the housing, and\nwherein the lead-\nacid\nbattery\nsystem outputs the state of the leadracid.\nbattery\nvia the wired\ncommunication port,\n43 The lead-acid\nbattery\nsystem of one of elaiins 4G-42, wherein\nthe lead-acid\nbattery\n- fnrther\ncomprises a radio frequency transmitter supported by the housing, and wherein\nthe lead-acid\nbattery\nsystem. outputs-the. state of the. lead-acid\nbattery\nvia the radio\nfrequency transmitter,\n44. The lead-acid\nbattery\nsystem of claim 27, wherein the\nbattery\nmonitoring unit comprises\na processor and memory disposed. and in cornrnunication.with the first\nparameter sensor and the\n43\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\nsecond:parameter :sensor, the memory including instructions executable by\nthe.processor to cause\nthe\nbattery\n., system :to. perform the method of claims I -26.\n45. A rnethod of monitoring a lead-acid\nbattery\nsystern comprising a lead-\nacid\nbattery\nhaving\na phirality of eellsõ the method comprising;\nsensing a first voltage of a first number of tells of the plurality of cells,\nthe first nurnber\nbeing greater than one and less than the. plurality of cells;\nsensing a second voltage of a second number.of cells-of the plurality of\ncells, the second\nnumber being greater than one and less than the plurality of cells; and\ndetermining a state of the lead-acid\nbattery\nbased..on the first voltage and\nthe second\nvoltage.\n46. The method of claim 45,. wherein the plurality of cells is six total\ncells, and wherein the\nfirst one or more cells. are three of the sik cells, and the second ne or\n:more cells are three\ndifferent cells of the six cells.\n47. The Method of one of claims 45 -or 46, wherein the state it a health.\nof the lead-acid\nbattery\nand wherein the determining lhe state includes determining a health of\nthe lead-acid\nbattery\nbased on the first voltage and. the .second voltage.\n48. The method of one of claims 45 or 46, wherein the state is a function\nof the lead-acid\nbattery\nand wherein the deterrnining thefunetion includes determining the\nfimetion of the lead-\nacid batteiy based on the first voltage.and the second. voltage,\n49i The tnethed of one of claims 46 or 46, wherein the state is A.\ncharge ef the lead-acid\nbattery\nand wherein the determining the charge ineludes..detertnining a\nfunction of the lead-acid\nbattety.based On the first voltage.and.the..second voltage:\n50. The method of one of claims 45-49, and further eomprising:\ndetermining a voltage value based on the first voltage;\nmonitoring whether the voltage value traverses a threshold value; and\n44\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\n-identifying a first .state for the lead-acid\nbattery\nwhen the voltage value\ntraverses the\nthreshold value.\n51. The method of claim:50, wherein the first state is.a potential fault\nwith the lead-acid\nbattery\n;\n52. The method of one of claims 45-51., and further comprising;\nsensing a third voltage of the leacl-acid\nbattery\n, the third voltage being a\nbattery\nvoltage\nof the lead:-acid\nbattery\n; and\nwh.erein the determining the state of the lead-aeid\nbattery\nis further based\non the third\nvoltage.\n53. A lead-acid\nbattery\n-system cornpriaing;\na lead-acid\nbattery\ncomprising aplurality of cells;\na first voltage sensor to sense:a first voltage;\na second voltage sensor to sense a second voltage; and\na\nbattery\nmonitoring unit coupled to.the first voltage sensor, the second\nvoltage sensor,\nand the lead-a.cid\nbattery\n. the\nbattery\nmonitoring unit to perform one. Of the\nmethods of claims\n21-28.\n54. .A vehicle.comprising the lead-acid.\nbattery\nsystern of claim. 53.\n55. A raethod of monitoring a kad-acid\nbattery\nsystem having a leaCkaeicl\nbattery\nwith (p)\nbattery\ncells, the-method comprising:\nsensing (n) cell voltages associated with:the: (n) each cell voltage of\nthe- (0) cell\nvoltages being associated with .a respective cell; -and\n-determining a state of the lead-acid\nbattery\nbased on the (n). cell voltages.\n56. The method of claim 55, .and further comprising:\ndetermining (n)-voltage values based on the sensed (ii)- cell voltages, each\ncell voltage\nvalue of the (n) cell voltages being associated with a respective sensed cell\nvoltage of the sensed\n(0) cell values;\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\nmonitoring whether one or moreof the (p) voltage.values traverse a threshold\nvalue\nindicative of whether one or more cell v.oltages are low; and\nidentifying a Orst state for the lead-acid\nbattery\nwhen ope or more of the (n)\nvoltage\nvalues traverse the threshold value.\n57. The method of one of claims 55 or 56, wherein the state is.a healtb. of\nthe lead-acid\nbattery\nand wherein the determiningthe state includes determining a. health of\nthe lead-acid\nbattery\nbased on the (n) voltage values.\n58. The method of one ofelairns 55. or 56, wherein the state is a fimction\nof the lead-acid\nbattery\narid wherein the determining the. function includes determining the\nfunction of the lead-\nacid\nbattery\nbased on the (n) voltage values.\n59. The m.ethod of one of claims 55 or 56, wherein the state is a chargeof\nthe lead-acid\nbattery\nand wherein the determining the charge includes determining a\nfunctioned the lead-acid\nbattery\nbased on. the -(n) voltage values,\n60. The method or one of claims 55-59, wherein the first. state i a\npotential fault with the\nlead-acid\nbattery\n,\n61. A lead-acid\nbattery\nsystem comprising:\nlead-aeid\nbattery\ncomprising (n) cells;\none or more voltage sensors to sense .(n) cell voltages; and\na\nbattery\nmonitoring unit coupled to the one or more voltage sensors and the\nlead-acid:\nbattery\n, the\nbattery\nmonitoring unit to perform one of the methods or claims\n55-60.\n62. A\nvehicle\ncomprising the lead-acid\nbattery\nsystem of claim 61.\n65. A.fead-acid\nbattery\nsystem comprising:\na cells compartment\na\nbattery\nmonitoring:system compartment;\na wall positioned between the cells vompartment and thc\nbattery\nnionitoring\nsystem\ncompartment;\n46\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\na post .extending through. the wall between the cells compartment and the\nbattery\nmonitoring system compartment; and\na sensor coupled to the post,\n64, The\nbattery\nsystem of claim 63õ further comprising a seal around the\npost.\n65, The\nbattery\nsystem of claim 64, wherein the seal includes an 0-ring.\n66, The\nbattery\nsystem afone of etaims 64 or:65, wherein the seal inchtdes\nan epoxy.\n67. The\nbattery\nsystem af claim 63, wherein the post. includes a\nbushing.\n68 The\nbattery\nsystem of claim 63, wherein the post. includes a\npin.\n69. The\nbattery\nsystem of claim 63, further comprising a terminal extending\nthrough the wall\nbetween the cells compartment and the\nbattery\nmonitoring system compartment,\nwherein the\nterminal includes lead.\n70. The\nbattery\nsystem ef orte of elaims 63-69, w.herein the post incudes a\nfirst cylindrical\nwell having a first diameter atici a second e:ylin.drical wall having a second\ndiameter, the second\ndiameter being different from the first diameter.\n71. The\nbattery\nsystem of claim 70, wherein the post further includes a\ntapered wall between\nthe first wall and the second wall.\n72. The\nbattery\nsystem of claim 70, wherein the second cylindrical wall\nreceives a connector\nof the sensor,\n73. The\nbattery\nsystem of. one of claims 63-72, wherein.the :\nbattery\ncell\nincludes a positive\nplate, a negative plate, and a separator, and wherein at least one of the:\nplates comprises lead.\n74. A.vehicle comprising the lead-acid\nbattery\nsystem of one claim 73.\n75. A..lead-acid\nbattery\nsystem comprising:.\n47\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\na housing defining at least: in part a cells compartmentancl at least in part\na\nbattery\nmonitoring system (BMS) compartment and including a wa1l. disposed between the\ncells\ncompartment and the BMS compattm.ent;\nA\nbattery\ncell housed in the cells compartment, the\nbattery\ncellhaving a first\npost and a\nsecond post associated with the\nbattery\n:. cell, the first post and the second\npost protrading through\nthe wall between the cells compartment to theBMS compartment; and\na\nbattery\nmonitor systern (HMS) housed by the BMS compartment, the BMS\nincluding a\nvoltage sensor\nelectrically\ncoupled to the first post:and the second post.\n76. The lead-acid\nbattery\nsystem of claim 75, wherein th.e\nbattery\nsystem\nfurther comprises a\nsecond battety cell housed in the cells compartment, the .second\nbattery\ncell\nhaving a third post\nand a fourth post associated with the secondhattery cell, the third post and\nthe fourth post\nprotruding through the wall between the cells compartment tia the BM S\ncompartment, and\nwherein the BMS further includes a second voltage sensor eleetrically coupled\nto.-the\nthird post and the fourth post.\n77. The lead-acid\nbattery\nsystem of claim 76, wherein the\nbattery\nsystem\nfurther comprises a\nthird\nbattery\ncell,. the- third\nbattery\nyell having the second post and the\nthird post associated. with\nthe third\nbattery\n0011, the second post and the third pOst prottadjag through\nthe wall between the\ncells -compartment to the BMS compartment, ancl\nwherein the 13M5 further includes a third voltage sensor\nelectrically\ncoupled\nto the\nsecond post and the third ;post.\n78. The lead-acid\nbattery\nsystem of claim 77,.finther comprising:\na first terminal strap\nelectrically\ncoupling the\nbattery\ncell to the second\nbattery\ncell;\na second terminal strap\nelectrically\n-coupling the second\nbattery\n-cell to the-\nthird\nbattery\ncell; and\nwherein the first terminal strap includes the. second post, and the second\nterminal strap\nincludes the third post.\n79. The lead-acid\nbattery\nsystem of one of elainis 75,-78, wherein thc\nhousing further inclu.des\na cell base, a cell cover, a BMS base, and a BMS cover, and\n48\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\noherein the cell cover and the..BMS base includes the wall between the cells\ncompartment the BMS compartment.\n80. The lead-acid\nbattery\nsystem of one of claitns 7548, wherein the\nBMS. further includes\none or more ofa\nbattery\nvoltage. sensor to sense a\nbattery\nvoltage, a\nbattery\ncurrent sensor to\nsense a\nbattery\ncurrent, and a tetnperature sensor to sense a temperature.\n81: The lead-acid\nbattery\nsystem of one of claims 75,78, wherein.the\nbattery\ncell inehides a\npositiveplate, a negative plate, and a. separator, and wherein atleast one of\nthe plates comprises\nlead.\n82. Ä\nvehicle\n-comprising the lead-acid\nbattery\n-system of OM of claims 75-\nlit.\n83. A method of monitoring a lead-acid\nbattery\ncomprising a p final it3t of\ncells,. the method\ncomprising:\nsensing a firsttemperature of a first-one:or more cells of the plurality .of\ncells;\n.sensing a second temperature associated with thc lead-acid battety; and.\ndetermining a state ',Dille lead-acid\nbattery\nbased on: the firstAemperature\nand the second\ntemperature.\n84. The method of claim 83, and further comprising:.\ndetermining a temperature. value. based on.the sensed first cell temperature;\nmonitoring whether the temperature value traverses a threshold value;. and\nidentifying a first state for the lead-aeid\nbattery\nwhen the tomperature value\ntraverses the\nthreshold value..\n85. The method of claim 84, wherein the threshold value indicates the first\ncell temperatnre is\nbigh, and the first state is a potential. fault with the .first\n86. The method of claim 84, wherein the threshold value indicates a first\ncell temperature is\nhigh, .and the first State is a potential fault with the lead-acid\nbattery\n.\n49\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\n87. The method -of one of claiins .83-86, wherein the second temperatureis\nan ambient or\nenvironment temperature for the lead-acid\nbattery\n; and\nwherein the determining the..state of the lead-acid\nbattery\nis further based\non the second\ntemperature.\n88. The method of one of claim.s 83-86, wherein the second temperature is a\nsecondeell\ntemperature of a second one or more cells of the plurality of cells; and\n-wherein the determining the state of the lead-acid\nbattery\n-is further based\noft the, second\ntemperature.\n89. A lead-acid\nbattery\nsystem e.onipriaing;\na lead-acid battety comprising a plurality of-cells;\na first temperature sensor to sense a first temperature;\na second temperature sensor to sense a second temperatere; and\na\nbattery\nmonitoring Unit coupled to the. first temperature sensor, the second\ntemperature\nsensor,. and the lead-acid\nbattery\n, the\nbattery\n-monitoring mut to perform .one\nof the methods set\nforth. in claims -83-88.\n90. A\nvehicle\ncomprising the lead-acid\nbattery\nsystem of claim 89.\n91. .A method of monitoring for a fault with a lead,acid\nbattery\n.system\nfor use in. an\nautomated..vehiele, the method comprising:\ndetermining a level. of automation for the\nvehicle\nfor the lead-acid battety\nsystem to be\nplaced in;\ndetermining a threshold value indieative ola fault based on the level of\nautornation;\nmonitoring a parameter of the\nbattery\nsystem;\ncomparing a value of the parameter to the threshold value;- and\ndetermining a possible fault based .on the comparison.\n92. The method of claim 91, wherein determining h level ofautornation\ninc=ludcs receiving\nthe level of automation.\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\n93.s The method -of one of claiins 91 or-92, wherein the fault\nrelates to a. functional safety\ncondition of thebattery system, the vehic,le, or-both the\nbattery\nand the\nvehicle\n.\n94. The method of one of claims 91 or 92. wherein the fault relates\nto a potential usage fault\nof the\nbattery\nsystem, the\nvehicle\n, or both the\nbattery\n-system and the\nvehicle\n.\n95, The method of one of claims 91 or 92, wherein the fault relates\nto a potential load fault of\nthe battety system, the\nvehicle\n, or both the batteiy system and the\nvehicle\n.\n96. The method of one of claims 91-95,, wherein the level of automation is\nbased on SAE\nInternational automation levels.\n97. The method of one of claims 91-96, the rn:ethod comprising:\nmodifying operation of the lead-acid\nbattery\nsystem based on thepossible\nfault,\n98. A lead-acid\nbattery\nsystem comprising.:\na lead-acid\nbattery\ncomprising a plurality of cells;\na sensor to monitor the pararneter;.-and\na\nbattery\nmonitoring unit coupled to the sensor and the lead-acid\nbattery\n, the\nbat-toy\nmonitoring unit to perform one of the methods set forth .in claims 91-97.\n99; A vehiele comprising the:lead-acid\nbattery\nsystem of. claim 9 I:\n10: A method of responding toa possible fault of a lead-acid\nbattery\nsystem far use in. an\napparatus, the method comprising:\nmonitoring a eell-level parameter of the lead-acid\nbattery\nsystem;\ncomparing a value of the cell-level parameter to a threshold;\ndetermining a possible fault based on the comparison; and\nconummicating the possible fault to the apparatus.\n-101.. The method of claim .100,..and further comprising modifying operation\nof the apparatus\nbased on- the possible fault.\n51\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US20221024923\n102. The method of one of claitns 100 or 101., and:further comprising:\ncharging the lead-ucid\nbattery\nsystem by the system using afirst charging\nteehnique; tmd\nmodifying the charging of the lead-acid\nbattery\nsystem by the system based on-\nthe\npossible fault,. wherein the modification. results in a second charging\ntechnique.\n103.. The method of one of claim.s 100-.1 02, and further comprising the\napparatus\ncommunicating a message to replace the lead-acid\nbattery\nsystem to an external\ndevice in\nresponse to the system receiving the possible fault communication;\n104. The method of one of.clairns 100-103, wherein the apparati.ts cnrnpries\na vaiciv.\n.105. A\nbattery\nsystem comprising:\n.a housing;\na\nbattery\ncell housed by the housing;\na sensor supported by the housing;\na processor and memory supported by the housing and in communication with the\nhottsing, the tnethoty including instructions exceutable by the prooessor to\nperfonn the method\nofone. of -claims 100-103.\n106. A\nvehicle\n: cornprising -the\nbattery\nsystem of claim 105..\n107. A lead-acid\nbattery\nsystem cotnpriiing.:\na housing having a first compartment and a second compartment distinct from\nthe first\ncompartment;\nlead-acid\nbattery\ncells disposed in a first compartment;\nsensor disposed in the sccond compartmentand. to sense a Stimulus associated\nwith at\nleast one of the lead acid\nbattery\ncells;\na processor and rnernory disposed in the second conlpartment and in\ncommunication with\nthe sensor, the memory including instructions executable by the processor to\ncause the INotery syste.An tcp monitor a parameterbased on. the\nstimulus.sensed by\nthe -wnset, and\n52\nCA 03215497 2023- 10- 13\nWO 2022/221598\nPCT/US2022/024923\ndetermine-astote of health, a state of function, or both a state-of health and\na state\n.of function for the\nbattery\n.syswn based. on- the monitored parameter..\n'The batterysystem ofelaim 147 wherein the\nbattery\neeft includes a positive\npiat..a:\nnegative plate, and a separator, and wherein at leat4 one of-the plates\nentmprises\n09. A. vektick comprising the katt-aeid\nbattery\nsritem of .elairn\n108,.\n53\nCA 03215497 2023- 10- 13 | 63/175,486 | United States of America | 2021-04-15 | L'invention concerne un système de batterie plomb-acide intelligent apte à surveiller un paramètre (par exemple, la tension, la température) d'un ou de plusieurs éléments de batterie d'une batterie plomb-acide. Selon un mode de réalisation, le système de batterie comprend un boîtier comportant un compartiment d'éléments, un compartiment de système de surveillance de batterie (BMS), et une paroi disposée entre le compartiment d'éléments et le compartiment de BMS. Un premier montant et un second montant sont associés à l'élément de batterie. Le premier montant et le second montant font saillie à travers la paroi entre le compartiment d'éléments et le compartiment de BMS. Un capteur de tension est couplé électriquement au premier montant et au second montant pour surveiller la tension de l'élément de batterie, un capteur de température peut être couplé au premier ou au second montant ou aux deux montants. Le système de batterie AGM intelligent peut prédire l'état de santé, l'état de charge, l'état de module, la capacité de puissance, l'espérance de vie, etc. du module de batterie. | True |
| 405 | Patent 2709114 Summary - Canadian Patents Database | CA 2709114 | NaN | BATTERYSYSTEM FOR AVEHICLEWITH SEVERABLE CONNECTIONS | SYSTEME DE BATTERIE POUR UN VEHICULE AVEC DES CONNEXIONS DETACHABLES | NaN | ZHENG, WEIXIN, ZHU, JIANHUA, SHEN, XI, HU, HAO, LAI, QING, JI, YINGLIANG, PAN, LIYING, HE, YUANYUAN | 2017-04-18 | 2008-12-24 | GOWLING WLG (CANADA) LLP | English | BYD COMPANY LIMITED | CLAIMS\nWe claim:\n1. A\nbattery\nsystem for storing\nelectrical\npower and supplying\nelectrical\npower\ncomprising:\na first\nbattery\ncell having a first\nelectrical\nterminal, and a second\nbattery\ncell having\na second\nelectrical\nterminal, wherein the first and second\nbattery\ncells are\nsecured adjacent to one another in a\nbattery\npack so that the first and second\nelectrical\nterminals are separated from one another by a gap; and\na rigid conductive bridge piece adapted for bonding with the first and second\nelectrical\nterminals so as to establish an\nelectrical\nand mechanical\nconnection\nbetween the first and second\nelectrical\nterminals over the gap, wherein the\nrigid\nconductive bridge piece is formed from a memory alloy adapted to sever the\nconnection between the rigid conductive bridge piece and the\nelectrical\nterminals when a temperature at the rigid conductive bridge piece reaches a\nlevel\ncorresponding to an overcurrent/overtemperature condition.\n2. The\nbattery\nsystem of claim 1, wherein the rigid conductive bridge piece\nhas a\nU-shape, an inverted U-shape or an S-shape.\n3. The\nbattery\nsystem of claim 1, wherein the rigid conductive bridge piece is\nformed\nas a single layered metal structure, multiple layer structure or a multiple\nlayer metal\nfoil.\n42\n4. The\nbattery\nsystem of claim 1, wherein the rigid conductive bridge piece is\nformed\nfrom a single metal material, multiple metal sheets having different thermal\nexpansion\ncoefficients, a memory alloy, and/or bimetal piece.\n5. The\nbattery\nsystem of claim 4, wherein the multiple metal sheets includes a\nFe-Ni\nsheet combination, a Fe-Cu sheet combination, and/or a memory alloy/metal\ncombination.\n6. The\nbattery\nsystem according to claim 1, wherein the first\nelectrical\nterminal has a\nfirst connection face and the second\nelectrical\nterminal has a second\nconnection face\nthat is substantially parallel to the first connection face, and the rigid\nconductive\nbridge piece is connected to the first and second connection faces.\n7. The\nbattery\nsystem according to claim 6, wherein the first and second\nconnection\nfaces are oriented to face one another.\n8. The\nbattery\nsystem according to claim 7, wherein the rigid conductive\nbridge piece\ncomprises:\na first layer made from a conductive material and connected to the first and\nsecond\nconnection faces; and\na second layer disposed over and bonded with the first layer, wherein the\nsecond\nlayer is made from a memory alloy which disengage the first layer from the\nfirst\nor second connection faces when a temperature at the first and second\nterminals\nreaches a level corresponding to an over-current or over-temperature\ncondition.\n9. The\nbattery\nsystem according to claim 6, wherein the first and second\nconnection\nfaces are oriented to face away from one another.\n43\n10. A\nbattery\nsystem for storing\nelectrical\npower and supplying\nelectrical\npower\ncomprising:\na first\nbattery\ncell having a first\nelectrical\nterminal, and a second\nbattery\ncell having\na second\nelectrical\nterminal, wherein the first and second\nbattery\ncells are\nsecured\nadjacent to one another in a\nbattery\npack so that the first and second\nelectrical\nterminals are separated from one another by a gap; and\na rigid conductive bridge piece adapted for bonding with the first and second\nelectrical\nterminals so as to establish an\nelectrical\nand mechanical\nconnection\nbetween the first and second\nelectrical\nterminals over the gap, wherein\nthe first\nelectrical\nterminal has a first connection face and the second\nelectrical\nterminal has a second connection face that is substantially parallel to the\nfirst\nconnection face, and the rigid conductive bridge piece is connected to the\nfirst and\nsecond connection faces;\nthe first and second connection faces are oriented to face away from one\nanother; and\nthe rigid conductive bridge piece comprises: a first metal layer connected to\nthe\nfirst and second connection faces; and a second metal layer disposed over and\nbonded with the first metal layer, wherein\nthe first and second metal layers have different thermal expansion\ncoefficients so that the rigid conductive bridge piece is capable of being\nseparated\nfrom the first or second connection face at a temperature corresponding to an\nover-current or over-temperature condition.\n44 | 200720196395.2 | China | 2007-12-25 | La présente invention concerne un système de batterie permettant de stocker de l'énergie électrique et d'en fournir à un véhicule. Le système comprend plusieurs blocs batterie, chacun composé d'une pluralité de cellules (300a, 300b). Les cellules (300a, 300b) de chaque bloc batterie sont électriquement connectées l'une à l'autre et les divers blocs batterie sont également électriquement connectés l'un à l'autre pour associer la production d'énergie totale des cellules (300a, 300b) du système. Les connexions électriques entre au moins certaines des cellules (300a, 300b) comprennent un élément détachable (800a, 800b). La connexion électrique est détachée localement, au niveau de l'élément détachable (800a, 800b) en réponse à une force d'impact dépassant une magnitude et/ou une situation de surtension ou de surchauffe prédéfinie. | True |
| 406 | Patent 2709114 Summary - Canadian Patents Database | CA 2709114 | NaN | BATTERYSYSTEM FOR AVEHICLEWITH SEVERABLE CONNECTIONS | SYSTEME DE BATTERIE POUR UN VEHICULE AVEC DES CONNEXIONS DETACHABLES | NaN | ZHENG, WEIXIN, ZHU, JIANHUA, SHEN, XI, HU, HAO, LAI, QING, JI, YINGLIANG, PAN, LIYING, HE, YUANYUAN | 2017-04-18 | 2008-12-24 | GOWLING WLG (CANADA) LLP | English | BYD COMPANY LIMITED | CLAIMS\nWe claim:\n1. A\nbattery\nsystem for storing\nelectrical\npower and supplying\nelectrical\npower\ncomprising:\na first\nbattery\ncell having a first\nelectrical\nterminal, and a second\nbattery\ncell having\na second\nelectrical\nterminal, wherein the first and second\nbattery\ncells are\nsecured adjacent to one another in a\nbattery\npack so that the first and second\nelectrical\nterminals are separated from one another by a gap; and\na rigid conductive bridge piece adapted for bonding with the first and second\nelectrical\nterminals so as to establish an\nelectrical\nand mechanical\nconnection\nbetween the first and second\nelectrical\nterminals over the gap, wherein the\nrigid\nconductive bridge piece is formed from a memory alloy adapted to sever the\nconnection between the rigid conductive bridge piece and the\nelectrical\nterminals when a temperature at the rigid conductive bridge piece reaches a\nlevel\ncorresponding to an overcurrent/overtemperature condition.\n2. The\nbattery\nsystem of claim 1, wherein the rigid conductive bridge piece\nhas a\nU-shape, an inverted U-shape or an S-shape.\n3. The\nbattery\nsystem of claim 1, wherein the rigid conductive bridge piece is\nformed\nas a single layered metal structure, multiple layer structure or a multiple\nlayer metal\nfoil.\n42\n4. The\nbattery\nsystem of claim 1, wherein the rigid conductive bridge piece is\nformed\nfrom a single metal material, multiple metal sheets having different thermal\nexpansion\ncoefficients, a memory alloy, and/or bimetal piece.\n5. The\nbattery\nsystem of claim 4, wherein the multiple metal sheets includes a\nFe-Ni\nsheet combination, a Fe-Cu sheet combination, and/or a memory alloy/metal\ncombination.\n6. The\nbattery\nsystem according to claim 1, wherein the first\nelectrical\nterminal has a\nfirst connection face and the second\nelectrical\nterminal has a second\nconnection face\nthat is substantially parallel to the first connection face, and the rigid\nconductive\nbridge piece is connected to the first and second connection faces.\n7. The\nbattery\nsystem according to claim 6, wherein the first and second\nconnection\nfaces are oriented to face one another.\n8. The\nbattery\nsystem according to claim 7, wherein the rigid conductive\nbridge piece\ncomprises:\na first layer made from a conductive material and connected to the first and\nsecond\nconnection faces; and\na second layer disposed over and bonded with the first layer, wherein the\nsecond\nlayer is made from a memory alloy which disengage the first layer from the\nfirst\nor second connection faces when a temperature at the first and second\nterminals\nreaches a level corresponding to an over-current or over-temperature\ncondition.\n9. The\nbattery\nsystem according to claim 6, wherein the first and second\nconnection\nfaces are oriented to face away from one another.\n43\n10. A\nbattery\nsystem for storing\nelectrical\npower and supplying\nelectrical\npower\ncomprising:\na first\nbattery\ncell having a first\nelectrical\nterminal, and a second\nbattery\ncell having\na second\nelectrical\nterminal, wherein the first and second\nbattery\ncells are\nsecured\nadjacent to one another in a\nbattery\npack so that the first and second\nelectrical\nterminals are separated from one another by a gap; and\na rigid conductive bridge piece adapted for bonding with the first and second\nelectrical\nterminals so as to establish an\nelectrical\nand mechanical\nconnection\nbetween the first and second\nelectrical\nterminals over the gap, wherein\nthe first\nelectrical\nterminal has a first connection face and the second\nelectrical\nterminal has a second connection face that is substantially parallel to the\nfirst\nconnection face, and the rigid conductive bridge piece is connected to the\nfirst and\nsecond connection faces;\nthe first and second connection faces are oriented to face away from one\nanother; and\nthe rigid conductive bridge piece comprises: a first metal layer connected to\nthe\nfirst and second connection faces; and a second metal layer disposed over and\nbonded with the first metal layer, wherein\nthe first and second metal layers have different thermal expansion\ncoefficients so that the rigid conductive bridge piece is capable of being\nseparated\nfrom the first or second connection face at a temperature corresponding to an\nover-current or over-temperature condition.\n44 | 200720196395.2 | China | 2007-12-25 | La présente invention concerne un système de batterie permettant de stocker de l'énergie électrique et d'en fournir à un véhicule. Le système comprend plusieurs blocs batterie, chacun composé d'une pluralité de cellules (300a, 300b). Les cellules (300a, 300b) de chaque bloc batterie sont électriquement connectées l'une à l'autre et les divers blocs batterie sont également électriquement connectés l'un à l'autre pour associer la production d'énergie totale des cellules (300a, 300b) du système. Les connexions électriques entre au moins certaines des cellules (300a, 300b) comprennent un élément détachable (800a, 800b). La connexion électrique est détachée localement, au niveau de l'élément détachable (800a, 800b) en réponse à une force d'impact dépassant une magnitude et/ou une situation de surtension ou de surchauffe prédéfinie. | True |
| 407 | Patent 2988532 Summary - Canadian Patents Database | CA 2988532 | NaN | MODE TRANSITION CONTROL DEVICE FOR HYBRIDVEHICLE | DISPOSITIF DE COMMANDE DE TRANSITION DE MODE POUR VEHICULE HYBRIDE | NaN | MIYAGAWA, TOMOHIRO, KOGA, MASATO, TSUKIZAKI, ATSUSHI, TOYOTA, RYOHEY | 2018-04-24 | 2015-06-09 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | 33\nThe embodiments of the invention in which an exclusive property or privilege\nis\nclaimed are defined as follows:\n[Claim 1]\nA mode transition control device for a hybrid\nvehicle\nhaving an internal\ncombustion\nengine configured to be mechanically coupled to a drive wheel via a first\nengagement clutch\nthat is engaged by an engagement stroke from a released position,\na first\nelectric\nmotor configured to be mechanically coupled to the drive\nwheel via a\nthird engagement clutch that is engaged by an engagement stroke from a\nreleased position,\na second\nelectric\nmotor that is mechanically coupled to the internal\ncombustion\nengine, and\na\nbattery\nthat is\nelectrically\ncoupled to the first\nelectric\nmotor and the\nsecond\nelectric\nmotor, and\nat the time of start, when a charge capacity of the\nbattery\nis equal to or\nless than a\npredetermined value by not having a slipping element as a starting element in\na starting\nregion, the third engagement clutch is switched from a released state to an\nengaged state and\nthe hybrid\nvehicle\nis started in a series HEV mode, in which the first\nelectric\nmotor is utilized\nas a drive source and receives\nelectrical\npower generated by the second\nelectric\nmotor and\nthe\nbattery\n, and comprising:\na mode transition controller configured to carry out a control such that when\na\nvehicle\nspeed becomes a switchover\nvehicle\nspeed after starting in the series HEV\nmode, the first\nengagement clutch is switched from a released state to an engaged state, power\ngeneration by\nthe second\nelectric\nmotor is stopped, and a traveling mode is caused to\ntransition to a parallel\nHEV mode, in which the first\nelectric\nmotor and the internal combustion engine\nare used as\nthe drive sources,\nwhen a temperature rise of a second power generation system including the\nsecond\nelectric\nmotor is predicted after starting in the series HEV mode, the mode\ntransition\ncontroller changes the switchover\nvehicle\nspeed to a second switchover\nvehicle\nspeed which\nis slower than a first switchover\nvehicle\nspeed used prior to a determination\nof the\ntemperature rise, and\n34\nthe second switchover\nvehicle\nspeed is set to a\nvehicle\nspeed value that\ncorresponds\nto an internal combustion engine rotational speed at which the internal\ncombustion engine is\ncapable of self-sustaining operation.\n[Claim 2]\nThe mode transition control device as recited in claim 1, wherein\nthe mode transition controller sets the switchover\nvehicle\nspeed to a\nvehicle\nspeed\nvalue that decreases as a road surface gradient becomes more gradual, when\nchanging the\nswitchover\nvehicle\nspeed from the first switchover\nvehicle\nspeed to the second\nswitchover\nvehicle\nspeed.\n[Claim 3]\nThe mode transition control device as recited in claim 1 or 2, wherein\nthe mode transition controller comprises a mode transition map, in which a\nrequired\ndriving force and the\nvehicle\nspeed are coordinate axes, and increases a\nrequired driving\nforce when a temperature rise in the second\nelectric\nmotor is determined while\ntraveling in\nthe series HEV mode.\n[Claim 4]\nThe mode transition control device as recited in claim 3, wherein\nwhen increasing the required driving force, the mode transition controller\nreduces an\namount of increase as the road surface gradient becomes more gradual.\n[Claim 5]\nThe mode transition control device as recited in any one of claims 1 to 4,\nwherein\nthe mode transition controller sets a first temperature threshold value, and a\nsecond\ntemperature threshold value that is higher than the first temperature\nthreshold value as\ntemperature threshold values for determining the second power generation\nsystem\ntemperature, and\n35\nwhile the second power generation system temperature is less than the first\ntemperature threshold value, series power generation by the second\nelectric\nmotor is carried\nout at a normal output, while the second power generation system temperature\nis equal to or\ngreater than the first temperature threshold value and less than a second\ntemperature\nthreshold value, series power generation by the second\nelectric\nmotor is\ncarried out at an\noutput that is lower than the normal output, and when the second power\ngeneration system\ntemperature becomes equal to or greater than the second temperature threshold\nvalue, series\npower generation by the second\nelectric\nmotor is stopped. | NaN | NaN | NaN | L'objectif de la présente invention est de fournir un dispositif de commande de transition de mode pour un véhicule hybride, qui empêche un second système de génération d'énergie d'être surchauffé pendant un déplacement dans un mode série de véhicule électrique hybride. Lorsqu'une batterie (SOC) atteint une valeur seuil de demande de génération d'énergie A ou une valeur inférieure à cette dernière, le véhicule se déplace dans un "mode série de véhicule électrique hybride" dans lequel l'énergie électrique générée par un second moteur-générateur (MG2) et un premier moteur-générateur (MG1), auxquels une énergie électrique est fournie à partir d'une batterie, est utilisée comme source d'entraînement. Le véhicule hybride est doté d'une unité de commande de transmission (23) permettant de réaliser une commande de sorte que le mode de déplacement passe à "mode parallèle de véhicule électrique hybride" lorsque la vitesse de véhicule (VSP) atteint une vitesse de véhicule de commutation tout en se déplaçant dans le "mode série de véhicule électrique hybride". Lorsqu'une élévation de la température du second système de génération d'énergie, comprenant le second moteur-générateur (MG2), est prédite pendant le déplacement dans le "mode série de véhicule électrique hybride", l'unité de commande de transmission (23) change la vitesse de véhicule de commutation pour atteindre une seconde vitesse de véhicule de commutation (VSP2) qui est inférieure à une première vitesse de véhicule de commutation (VSP1) utilisée avant la détermination de l'élévation de température. | True |
| 408 | Patent 2794476 Summary - Canadian Patents Database | CA 2794476 | NaN | DEVICE AND METHOD FOR COMPENSATING FOR THE POWER OF ANELECTRICLOAD OF AVEHICLEUSING A HIGH-CAPACITY CAPACITOR | DISPOSITIF ET PROCEDE POUR COMPENSER LA PUISSANCE D'UNE CHARGE ELECTRIQUE D'UN VEHICULE EN UTILISANT UN CONDENSATEUR A HAUTE CAPACITE | NaN | LEE, DAE-KYO | 2016-02-16 | 2010-12-08 | MACRAE & CO. | English | LEE, DAE-KYO | WHAT IS CLAIMED IS:\n1. An apparatus for compensating power of a power supply device in a\nvehicle\nusing a high-capacitance capacitor, the power supply device including a\ngenerator for the\nvehicle\n, a\nbattery\nconnected in parallel to the generator, and an\nelectric\nload that receives\npower from the generator and the\nbattery\n, the apparatus comprising:\na 1st EDLC (\nElectric\nDouble Layer Capacitor) module connected in parallel to\nthe\nbattery\nto perform charge and discharge operations and to compensate low-\ncapacitance\npower;\na 2nd EDLC module connected in parallel to the\nbattery\nto perform charge and\ndischarge operations and to compensate high-capacitance power;\na controller that receives operating power from the generator and the\nbattery\nand\ncontrols overall operation of the apparatus;\na\nbattery\nvoltage detector that detects voltage of the\nbattery\n;\na charge and discharge connection switching unit provided between the 2nd EDLC\nmodule and ground to control charge and discharge operations of the 2nd EDLC\nmodule;\na constant power charge switching unit that is controlled to allow the 2nd\nEDLC\nmodule to be charged with constant power when the 2nd EDLC module performs a\ncharge\noperation;\nan EDLC module voltage detector that detects a charged voltage of the 2nd EDLC\nmodule; and\na discharge detector that detects a discharge operation of the 2nd EDLC\nmodule,\nwherein, when a terminal voltage of the\nbattery\nhas increased from a previous\nterminal voltage thereof by a first predetermined level or more or when the\nterminal voltage\nof the\nbattery\nhas rapidly decreased from the previous terminal voltage by a\nsecond\npredetermined level or more while the voltage of the\nbattery\ndetected through\nthe\nbattery\nvoltage detector is a normal reference voltage at which it is possible to\ncharge the 2nd\nEDLC module, the controller performs a charge standby mode in which the\ncontroller\noutputs a low signal to the charge and discharge connection switching unit and\nthe constant\npower charge switching unit to disconnect the\nbattery\nand the 2nd EDLC module\nfrom each\nother to temporarily prevent charge and discharge operations,\nwhen the terminal voltage of the\nbattery\nis a normal reference voltage at\nwhich it is\npossible to perform charging and the terminal voltage of the\nbattery\nis in a\nnormal state in\n22\nwhich the terminal voltage of the\nbattery\nhas not increased from the previous\nterminal\nvoltage by the first predetermined level or more or the terminal voltage of\nthe\nbattery\nhas\nnot rapidly decreased from the previous terminal voltage by the second\npredetermined level\nor more, the controller performs a charge and discharge mode in which the\ncontroller\ncompares the terminal voltage of the\nbattery\nand a charged voltage of the 2nd\nEDLC\nmodule detected through the EDLC module voltage detector, and outputs, upon\ndetermining that a voltage difference between the terminal voltage of the\nbattery\nand the\ndetected charged voltage of the 2nd EDLC module is zero, a high signal to the\ncharge and\ndischarge connection switching unit and the constant power charge switching\nunit to\nconnect the\nbattery\nand the 2nd EDLC module to each other to enable normal\ncharge and\ndischarge operations, and\nwhen the terminal voltage of the\nbattery\nis a normal reference voltage at\nwhich it is\npossible to perform charging and the terminal voltage of the\nbattery\nis in a\nnormal state in\nwhich the terminal voltage of the\nbattery\nhas not increased from the previous\nterminal\nvoltage by the first predetermined level or more, the terminal voltage of the\nbattery\nhas not\nrapidly decreased from the previous terminal voltage by the second\npredetermined level or\nmore, or the apparatus is in the charge standby mode, the controller performs\na constant\npower charge mode in which the controller compares the terminal voltage of the\nbattery\nand\na charged voltage of the 2nd EDLC module detected through the EDLC module\nvoltage\ndetector, and outputs, upon determining that a voltage difference between the\nterminal\nvoltage of the\nbattery\nand the detected charged voltage of the 2nd EDLC module\nis a third\npredetermined level or more, a low signal to the charge and discharge\nconnection switching\nunit to disconnect the\nbattery\nand the 2nd EDLC module from each other and\noutputs a\nconstant power pulse signal to the constant power charge switching unit in\norder to charge\nthe 2nd EDLC module with constant power which is proportional to the detected\nvoltage\ndifference.\n2. The apparatus according to claim 1, wherein each of the 1st EDLC module and\nthe 2nd EDLC module includes a plurality of high-capacitance capacitors which\nare\nconnected in series, protection circuits which are connected in parallel\nrespectively to the\nplurality of high-capacitance capacitors, and an electrolytic capacitor which\nis connected\nbetween both ends of the plurality of high-capacitance capacitors.\n23\n3. The apparatus according to claim 2, wherein each of the protection circuits\nincludes a comparator, 3rd, 4th, and 5th transistors, a Zener diode, and a\ncapacitor wherein\n10th and 11th resistors are connected to the comparator such that a divided\nvoltage between\nthe 10th and 11th resistors is input as a comparison voltage to a 1st terminal\nof the\ncomparator, the Zener diode and a 12th resistor are connected to the\ncomparator such that a\ndivided voltage between the Zener diode and the 12th resistor is input as a\nreference\nvoltage to a 2nd terminal of the comparator, an output of the comparator is\nconnected to a\nbase of the 3rd transistor via a 13th resistor, a collector of the 3rd\ntransistor is connected to\na 1st terminal of the 1st high-capacitance capacitor via a 14th resistor and a\n15th resistor\nand is also connected to a base of the 5th transistor via a base of the 4th\ntransistor and a\n16th resistor, collectors of the 4th and 5th transistors are connected to the\n1st terminal of\nthe 1st high-capacitance capacitor via a discharge resistor, and an emitter of\nthe 5th\ntransistor QS is connected to a 2nd terminal of the 1st high-capacitance\ncapacitor.\n4. The apparatus according to claim 1, further comprising a instantaneous\nvoltage\ndecrease prevention unit including at least one diode and a capacitor between\nthe\ncontroller and a power supply terminal of the\nbattery\n.\n5. The apparatus according to claim 1, wherein the charge and discharge\nconnection switching unit includes a 1st Field Effect Transistor (FET).\n6. The apparatus according to claim 1, wherein the constant power charge\nswitching unit includes a resistor and a 2nd FET which are connected in\nseries.\n7. The apparatus according to claim 1, wherein the discharge detector includes\nat\nleast one resistor, at least one diode, and a capacitor.\n8. The apparatus according to claim 1, wherein a temperature detector that\ndetects\nan ambient temperature of the 2nd EDLC module, a setting unit including\nvarious\nfunction setting keys, and a display unit that displays information associated\nwith errors\nand setting value are further connected to the controller.\n24\n9. The apparatus according to claim 1, wherein an over-current protection\nelement\nis further connected between the\nbattery\nand the 1st EDLC module.\n10. The apparatus according to claim 1, wherein a diode and a resistor are\nprovided between the 2nd EDLC module and ground to allow current to flow in\nthe 2nd\nEDLC module when large current discharging or small current charging or\ndischarging of\nthe 2nd EDLC module is performed.\n11. The apparatus according to claim 1, wherein an over-current protection\nelement is provided between the constant power charge switching unit and the\n2nd EDLC\nmodule.\n12. A method for compensating power of a power supply device including a\ngenerator, a\nbattery\n, and an\nelectric\nload in a\nvehicle\nusing a high-\ncapacitance capacitor, the\nmethod being applied to an apparatus for compensating power of the power\nsupply device,\nthe apparatus including a 1st EDLC (\nElectric\nDouble Layer Capacitor) module, a\n2nd\nEDLC module, a controller, a\nbattery\nvoltage detector, a charge and discharge\nconnection\nswitching unit, a constant power charge switching unit, an EDLC module voltage\ndetector,\na discharge detector, a temperature detector, a setting unit, and a display\nunit, the method\ncomprising:\nthe controller detecting and storing a terminal voltage of the\nbattery\nthrough\nthe\nbattery\nvoltage detector;\ndetecting and storing a charged voltage of the 2nd EDLC module through the\nEDLC module voltage detector;\ndetecting and storing an ambient temperature of the 2nd EDLC module through\nthe\ntemperature detector;\ndetecting whether or not a\nvehicle\nengine is running through the\nbattery\nvoltage\ndetector;\ndetermining whether or not the ambient temperature of the 2nd EDLC module is\nequal to or less than an allowable temperature value upon determining that the\nvehicle\nengine is running;\noutputting a corresponding error indication to the display unit upon\ndetermining\nthat the ambient temperature of the 2nd EDLC module is not equal to or less\nthan the\nallowable temperature value;\ndetermining whether or not the terminal voltage of the\nbattery\nis a normal\nreference\nvoltage which it is possible to perform charging upon determining that the\nambient\ntemperature of the 2nd EDLC module is equal to or less than the allowable\ntemperature\nvalue;\noutputting a corresponding error indication to the display unit upon\ndetermining\nthat the terminal voltage of the\nbattery\nis not a normal reference voltage at\nwhich it is\npossible to perform charging;\ndetermining whether or not a current mode is a charge standby mode upon\ndetermining that the terminal voltage of the\nbattery\nis a normal reference\nvoltage at which it\nis possible to perform charging;\ndetermining whether or not the terminal voltage of the\nbattery\nhas increased\nfrom a\nprevious terminal voltage thereof by a first predetermined level or more upon\ndetermining\nthat the current mode is not the charge standby mode;\ndetermining whether or not the terminal voltage of the\nbattery\nhas rapidly\ndecreased from a previous terminal voltage thereof by a second predetermined\nlevel or\nmore upon determining that the terminal voltage of the\nbattery\nhas not\nincreased from the\nprevious terminal voltage thereof by the first predetermined level or more;\nperforming a charge standby mode, in which the controller outputs a low signal\nto\nthe charge and discharge connection switching unit and the constant power\ncharge\nswitching unit to disconnect the\nbattery\nand the 2nd EDLC module from each\nother to\ntemporarily prevent charge and discharge operations, upon determining that the\nterminal\nvoltage of the\nbattery\nhas increased from the previous terminal voltage\nthereof by the first\npredetermined level or more or upon determining that the terminal voltage of\nthe\nbattery\nhas rapidly decreased from the previous terminal voltage thereof by the second\npredetermined level or more;\ncomparing the terminal voltage of the\nbattery\nand the charged voltage of the\n2nd\nEDLC module and determining whether or not a voltage difference therebetween\nis a third\npredetermined level or more upon determining that the current mode is the\ncharge standby\nmode, upon determining that the terminal voltage of the\nbattery\nhas not\nincreased from the\nprevious terminal voltage thereof by the first predetermined level or more, or\nupon\ndetermining that the terminal voltage of the\nbattery\nhas not rapidly decreased\nfrom the\n26\nprevious terminal voltage thereof by the second predetermined level or more;\nperforming a charge and discharge mode, in which the controller outputs a high\nsignal to the charge and discharge connection switching unit and the constant\npower charge\nswitching unit to connect the\nbattery\nand the 2nd EDLC module to each other to\nenable\nnormal charge and discharge operations, upon determining that the voltage\ndifference\nbetween the terminal voltage of the\nbattery\nand the charged voltage of the 2nd\nEDLC\nmodule is zero; and\nperforming a constant power charge mode in which the controller outputs a low\nsignal to the charge and discharge connection switching unit to disconnect the\nbattery\nand\nthe 2nd EDLC module from each other and outputs a constant power pulse signal\nto the\nconstant power charge switching unit in order to charge the 2nd EDLC module\nwith\nconstant power which is proportional to the voltage difference upon\ndetermining that the\nvoltage difference between the terminal voltage of the\nbattery\nand the charged\nvoltage of\nthe 2nd EDLC module is the third predetermined level or more and outputs, when\nthe\nvoltage difference between the terminal voltage of the\nbattery\nand the charged\nvoltage of\nthe 2nd EDLC module has dropped to zero after outputting the constant power\npulse signal,\na high signal to the charge and discharge connection switching unit and the\nconstant power\ncharge switching unit to connect the\nbattery\nand the 2nd EDLC module to each\nother to\nenable normal charge and discharge operations.\n13. The method according to claim 12, further comprising entering a\npreliminary\ncharging mode upon determining that the\nvehicle\nengine is not running, and\nthe preliminary charging mode includes:\nthe controller determining whether or not the terminal voltage of the\nbattery\nis a\nnormal reference voltage at which it is possible to perform charging,\noutputting a corresponding error indication to the display unit upon\ndetermining\nthat the terminal voltage of the\nbattery\nis not a normal reference voltage at\nwhich it is\npossible to perform charging,\ncomparing the terminal voltage of the\nbattery\nand the charged voltage of the\n2nd\nEDLC module and determining whether or not a voltage difference therebetween\nis the\nthird predetermined level or more upon determining that the terminal voltage\nof the\nbattery\nis a normal reference voltage at which it is possible to perform charging;\noutputting a low signal to the charge and discharge connection switching unit\nand\n27\nthe constant power charge switching unit to disconnect the\nbattery\nand the 2nd\nEDLC\nmodule from each other upon determining that the voltage difference between\nthe terminal\nvoltage of the\nbattery\nand the charged voltage of the 2nd EDLC module is not\nthe third\npredetermined level or more; and\noutputting a low signal to the charge and discharge connection switching unit\nto\ndisconnect the\nbattery\nand the 2nd EDLC module from each other and outputting\na constant\npower pulse signal to the constant power charge switching unit in order to\ncharge the 2nd\nEDLC module with constant power which is proportional to the voltage\ndifference upon\ndetermining that the voltage difference between the terminal voltage of the\nbattery\nand the\ncharged voltage of the 2nd EDLC module is the third predetermined level or\nmore and\noutputting, when the voltage difference between the terminal voltage of the\nbattery\nand the\ncharged voltage of the 2nd EDLC module has dropped to zero after outputting\nthe constant\npower pulse signal, a low signal to the charge and discharge connection\nswitching unit and\nthe constant power charge switching unit to disconnect the\nbattery\nand the 2nd\nEDLC\nmodule from each other.\n14. The method according to claim 12, wherein the constant power charge mode\nincludes:\nthe controller outputting a low signal to the charge and discharge connection\nswitching unit to turn the 1st FET off,\noutputting a constant power pulse signal to the constant power charge\nswitching\nunit in order to charge the 2nd EDLC module with constant power which is\nproportional to\nthe voltage difference between the\nbattery\nand the 2nd EDLC module to switch\nthe 2nd\nFET;\ndetermining whether or not the 2nd EDLC module is discharging through the\ndischarge detector;\ndetermining whether or not the 2nd EDLC module has been completely charged\nupon determining that the 2nd EDLC module is not discharging; and\noutputting a high signal to the charge and discharge connection switching unit\nand\nthe constant power charge switching unit to connect the\nbattery\nand the 2nd\nEDLC module\nto each other upon determining that the 2nd EDLC module is discharging or upon\ndetermining that the 2nd EDLC module has been completely charged.\n28 | 10-2010-0030095 | Republic of Korea | 2010-04-01 | La présente invention concerne un dispositif et un procédé pour compenser la puissance d'une charge électrique d'un véhicule en utilisant un condensateur à haute capacité. Selon la présente invention, un condensateur à haute capacité est rapidement déchargé pour compenser la puissance lorsque des tensions produites à partir d'un générateur et à partir d'une batterie baissent temporairement alors qu'un véhicule est conduit, le condensateur à haute capacité étant chargé en utilisant un procédé de charge à impulsions à puissance constante pour empêcher la tension de la batterie de devenir instable lorsque le générateur est surchargé au cours de la charge. De même, lorsque la tension d'une borne de batterie diminue en raison d'une charge électrique du véhicule tout en chargeant le condensateur à haute capacité, la charge du condensateur à haute capacité est temporairement arrêtée et la puissance chargée est déchargée pour compenser la puissance de la charge électrique du véhicule, compensant ainsi une alimentation en puissance instable en raison d'une baisse de tension en temps réel. Donc, la sortie du véhicule peut être optimisée, et les performances de conduites peuvent être optimisées en empêchant une réduction temporaire de vitesse. En outre, le rendement énergétique peut être optimisé, et les performances et la vie utile de divers composants électroniques peuvent être remarquablement optimisées. | True |
| 409 | Patent 2559492 Summary - Canadian Patents Database | CA 2559492 | NaN | SYSTEM AND METHOD FOR CONTROLLING AND DISTRIBUTINGELECTRICALENERGY IN AVEHICLE | SYSTEME ET PROCEDE DE REGULATION ET DE DISTRIBUTION DE L'ENERGIE ELECTRIQUE DANS UN VEHICULE | NaN | JABAJI, ISSAM, JABAJI, SHADI | 2011-04-26 | 2005-03-03 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | C.E. NIEHOFF & CO. | WHAT IS CLAIMED IS:\n1. A system for controlling and distributing\nelectrical\nenergy in a\nvehicle\nelectrical\nsystem, comprising:\na generator ;\nan\nelectrical\nload;\na stored energy source; and\na control device connected to and in communication with the\nvehicle\nelectrical\nsystem, generator,\nelectrical\nload, and stored energy source;\nsaid control device monitoring\nelectrical\nsignals generated by the\ngenerator,\nelectrical\nload, and stored energy source, and processing the\nelectrical\nsignals to ascertain certain\nelectrical\nsignatures, and selectively connecting\nor\ndisconnecting the generator,\nelectrical\nload, or stored energy source, or any\ncombination thereof, with the\nvehicle\nelectrical\nsystem when said\nelectrical\nsignatures\nhave been verified.\n2. The system of claim 1, wherein the control device further comprises\nmeans for sensing a frequency and amplitude of the\nelectrical\nsignals\ngenerated by\nsaid generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem.\n3. The system of claim 2, wherein the means for sensing a frequency and\namplitude of the\nelectrical\nsignals generated by said generator,\nelectrical\nload, and\nstored energy source in the\nvehicle\nelectrical\nsystem comprises:\n(a) a processor capable of recording temporal records of said signals;\nand\n(b) sensors capable of measuring and transmitting voltage and current\nsignals from said generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem to the processor.\n-24-\n4. The system of claim 1, wherein the control device comprises means for\nselectively connecting or disconnecting a generator or stored energy source\nwith a\nvehicle\nelectrical\nsystem comprising:\nto disconnect the generator or stored energy source from the\nvehicle\nelectrical\nsystem when a prescribed time delay expires and an alternating\ncurrent and\nignition signal associated with the generator have been determined to indicate\na non-\noperating\nvehicle\nengine wherein the absence of either the alternating current\nor\nignition signal indicates a non-operating\nvehicle\nengine;\nto inhibit said disconnection of the generator or stored energy source\nfrom the\nvehicle\nelectrical\nsystem when a current flow associated with the\nstored\nenergy source has been determined to be cyclical; and\nto connect the generator or stored energy source to the\nvehicle\nelectrical\nsystem when an energize signal from an energize line associated with the\ngenerator\nhas been determined to indicate an operating\nvehicle\nelectrical\nsystem,\nwherein the\nexistence of a voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n5. The system of claim 1, wherein the control device comprises means for\nselectively connecting or disconnecting an\nelectrical\nload from the\nvehicle\nelectrical\nsystem comprising:\nto disconnect the\nelectrical\nload when a current drawn by said load\nexceeds a prescribed threshold; and\nto connect said load when an ignition signal associated with the\ngenerator has been determined to indicate an operating\nvehicle\nelectrical\nsystem when\nit follows the absence of the ignition signal.\n6. The system of claim 4, wherein the means for selectively connecting or\ndisconnecting a generator or stored energy source comprises a bi-directional\nsemiconductor switch module.\n-25-\n7. The system of claim 5, wherein the means for selectively connecting or\ndisconnecting an\nelectrical\nload comprises integrated circuit modules with\nbuilt-in\nlogic to limit the current drawn by said load.\n8. The system of claim 1, further comprising means for generating a status\nsignal in response to connection or disconnection of a generator,\nelectrical\nload, or\nstored energy source with the\nvehicle\nelectrical\nsystem.\n9. The system of claim 8, wherein the means for generating a status signal\ncomprises a flashing visual indicator.\n10. A system for controlling and distributing\nelectrical\nenergy in a\nvehicle\nelectrical\nsystem, comprising:\nmeans for generating\nelectrical\nenergy ;\nan\nelectrical\nload;\nmeans for storing energy; and\nmeans for controlling said means for generating\nelectrical\nenergy,\nelectrical\nload, and means for storing energy, by monitoring\nelectrical\nsignals\ngenerated by said means for generating\nelectrical\nenergy,\nelectrical\nload, and\nmeans\nfor storing energy, and processing said\nelectrical\nsignals to ascertain\ncertain\nelectrical\nsignatures, and selectively connecting or disconnecting said means for\ngenerating\nelectrical\nenergy,\nelectrical\nload, and means for storing energy, or any\ncombination\nthereof, with the\nvehicle\nelectrical\nsystem when said\nelectrical\nsignatures\nhave been\nverified.\n11. The system of claim 10, wherein the means for controlling the means\nfor generating\nelectrical\nenergy,\nelectrical\nload, and means for storing\nenergy further\ncomprises a sensor that detects a frequency and amplitude of said\nelectrical\nsignals.\n12. The system of claim 11, wherein the sensor comprises:\n-26-\n(a) a processor capable of recording temporal records of said signals;\nand\n(b) means for measuring and transmitting voltage and current signals\nfrom said means for generating\nelectrical\nenergy,\nelectrical\nload, and means\nfor\nstoring energy in the\nvehicle\nelectrical\nsystem to the processor.\n13. The system of claim 10, wherein the means for controlling the means\nfor generating\nelectrical\nenergy,\nelectrical\nload, and means for storing\nenergy further\ncomprises a bi-directional semiconductor switch module:\nto disconnect the means for generating\nelectrical\nenergy or means for\nstoring energy from the\nvehicle\nelectrical\nsystem when a prescribed time delay\nexpires and an alternating current and ignition signal associated with the\nmeans for\ngenerating\nelectrical\nenergy have been determined to indicate a non-operating\nvehicle\nengine wherein the absence of either the alternating current or ignition\nsignal\nindicates a non-operating\nvehicle\nengine;\nto inhibit said disconnection of the means for generating\nelectrical\nenergy or means for storing energy from the\nvehicle\nelectrical\nsystem when a\ncurrent\nflow associated with the means for storing energy has been determined to be\ncyclical;\nand\nto connect the means for generating\nelectrical\nenergy or means for\nstoring energy to the\nvehicle\nelectrical\nsystem when an energize signal from\nan\nenergize line associated with the means for generating\nelectrical\nenergy has\nbeen\ndetermined to indicate an operating\nvehicle\nelectrical\nsystem, wherein the\nexistence of\na voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n14. The system of claim 10, wherein the means for controlling the means\nfor generating\nelectrical\nenergy,\nelectrical\nload, and means for storing\nenergy\ncomprises integrated circuit modules with built-in logic:\nto disconnect the\nelectrical\nload when a current drawn by said load\n-27-\nexceeds a prescribed threshold; and\nto connect said load when an ignition signal associated with the means\nfor generating\nelectrical\nenergy has been determined to indicate an operating\nvehicle\nelectrical\nsystem when it follows the absence of the ignition signal.\n15. A system for controlling and distributing\nelectrical\nenergy from a\ngenerator in a\nvehicle\nelectrical\nsystem, comprising:\nan\nelectrical\nload;\na stored energy source; and\na control device connected to and in communication with the\nvehicle\nelectrical\nsystem, generator,\nelectrical\nload, and stored energy source;\nsaid control device monitoring\nelectrical\nsignals generated by the\ngenerator,\nelectrical\nload, and stored energy source, and processing the\nelectrical\nsignals to ascertain certain\nelectrical\nsignatures, and transferring\nelectrical\nenergy\navailable from the generator to the\nelectrical\nload or stored energy source,\nor any\ncombination thereof, when said\nelectrical\nsignatures have been verified.\n16. The system of claim 15, wherein the control device further comprises\nmeans for sensing a frequency and amplitude of the\nelectrical\nsignals\ngenerated by\nsaid generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem.\n17. The system of claim 16, wherein the means for sensing a frequency and\namplitude of the\nelectrical\nsignals generated by said generator,\nelectrical\nload, and\nstored energy source in the\nvehicle\nelectrical\nsystem comprises:\n(a) a processor capable of recording temporal records of said signals;\nand\n(b) sensors capable of measuring and transmitting voltage and current\nsignals from said generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem to the processor.\n-28-\n18. The system of claim 15, wherein the control device comprises means\nfor transferring\nelectrical\nenergy available from the generator to the\nelectrical\nload or\nstored energy source comprising:\nto disconnect the generator from the\nvehicle\nelectrical\nsystem when a\nprescribed time delay expires and an alternating current and ignition signal\nassociated\nwith the generator have been determined to indicate a non-operating\nvehicle\nengine\nwherein the absence of either the alternating current or ignition signal\nindicates a non-\noperating\nvehicle\nengine;\nto inhibit said disconnection of the generator from the\nvehicle\nelectrical\nsystem when a current flow associated with the stored energy source has been\ndetermined to be cyclical; and\nto connect the generator to the\nvehicle\nelectrical\nsystem when an\nenergize signal from an energize line associated with the generator has been\ndetermined to indicate an operating\nvehicle\nelectrical\nsystem, wherein the\nexistence of\na voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n19. The system of claim 18, wherein the means for transferring\nelectrical\nenergy available from the generator to the\nelectrical\nload or stored energy\nsource\ncomprises a bi-directional semiconductor switch module, wherein said bi-\ndirectional\nsemiconductor switch module is controllably turned on or off facilitating said\nenergy\ntransfer from said generator.\n20. A system for controlling and distributing\nelectrical\nenergy from a\nstored energy source in a\nvehicle\nelectrical\nsystem, comprising:\na generator;\nan\nelectrical\nload; and\na control device connected to and in communication with the\nvehicle\nelectrical\nsystem, generator,\nelectrical\nload, and stored energy source;\nsaid control device monitoring\nelectrical\nsignals generated by the\n-29-\ngenerator,\nelectrical\nload, and stored energy source, and processing the\nelectrical\nsignals to ascertain certain\nelectrical\nsignatures, and transferring\nelectrical\nenergy\navailable from the stored energy source to the generator or\nelectrical\nload,\nor any\ncombination thereof, when said\nelectrical\nsignatures have been verified.\n21. The system of claim 20, wherein the control device further comprises\nmeans for sensing a frequency and amplitude of the\nelectrical\nsignals\ngenerated by\nsaid generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem.\n22. The system of claim 21, wherein the means for sensing a frequency and\namplitude of the\nelectrical\nsignals generated by said generator,\nelectrical\nload, and\nstored energy source in the\nvehicle\nelectrical\nsystem comprises:\n(a) a processor capable of recording temporal records of said signals;\nand\n(b) sensors capable of measuring and transmitting voltage and current\nsignals from said generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem to the processor.\n23. The system of claim 20, wherein the control device comprises means\nfor transferring\nelectrical\nenergy available from the stored energy source to\nthe\ngenerator or\nelectrical\nload comprising:\nto disconnect the stored energy source from the\nvehicle\nelectrical\nsystem when a prescribed time delay expires and an alternating current and\nignition\nsignal associated with the generator have been determined to indicate a non-\noperating\nvehicle\nengine wherein the absence of either the alternating current or\nignition signal\nindicates a non-operating\nvehicle\nengine;\nto inhibit said disconnection of the stored energy source from the\nvehicle\nelectrical\nsystem when a current flow associated with the stored\nenergy source\nhas been determined to be cyclical; and\n-30-\nto connect the stored energy source to the\nvehicle\nelectrical\nsystem\nwhen an energize signal from an energize line associated with the generator\nhas been\ndetermined to indicate an operating\nvehicle\nelectrical\nsystem, wherein the\nexistence of\na voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n24. The system of claim 23, wherein the means for transferring\nelectrical\nenergy available from the stored energy source to the generator or\nelectrical\nload\ncomprises a bi-directional semiconductor switch module, wherein said bi-\ndirectional\nsemiconductor switch module is controllably turned on or off facilitating said\nenergy\ntransfer from said stored energy source.\n25. A system for controlling and distributing\nelectrical\nenergy through an\nelectrical\nload in a\nvehicle\nelectrical\nsystem, comprising:\na generator;\na stored energy source; and\na control device connected to and in communication with the\nvehicle\nelectrical\nsystem, generator,\nelectrical\nload, and stored energy source;\nsaid control device monitoring\nelectrical\nsignals generated by the\ngenerator,\nelectrical\nload, and stored energy source, and processing the\nelectrical\nsignals to ascertain certain\nelectrical\nsignatures, and transferring\nelectrical\nenergy\navailable from the generator or stored energy source, or any combination\nthereof, to\nthe\nelectrical\nload when said\nelectrical\nsignatures have been verified.\n26. The system of claim 25, wherein the control device further comprises\nmeans for sensing a frequency and amplitude of the\nelectrical\nsignals\ngenerated by\nsaid generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem.\n27. The system of claim 26, wherein the means for sensing a frequency and\namplitude of the\nelectrical\nsignals generated by said generator,\nelectrical\nload, and\n-31-\nstored energy source in the\nvehicle\nelectrical\nsystem comprises:\n(a) a processor capable of recording temporal records of said signals;\nand\n(b) sensors capable of measuring and transmitting voltage and current\nsignals from said generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem to the processor.\n28. The system of claim 25, wherein the control device comprises means\nfor transferring\nelectrical\nenergy available from the generator or stored\nenergy source\nto the\nelectrical\nload comprising:\nto disconnect the\nelectrical\nload when a current drawn by said load\nexceeds a prescribed threshold; and\nto connect said load when an ignition signal associated with the\ngenerator has been determined to indicate an operating\nvehicle\nelectrical\nsystem when\nit follows the absence of the ignition signal.\n29. The system of claim 28, wherein the means for transferring\nelectrical\nenergy available from the generator or stored energy source to the\nelectrical\nload\ncomprises integrated circuit modules with built-in logic to limit the current\ndrawn by\nsaid load.\n30. A control device for controlling and distributing\nelectrical\nenergy in a\nvehicle\nelectrical\nsystem, comprising:\na processor;\na sensor that detects\nelectrical\nsignals generated by a generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem;\na switching system for the generator,\nelectrical\nload, and stored energy\nsource; and\nprogramming code operable on the processor to process said\nelectrical\nsignals to ascertain certain\nelectrical\nsignatures, and to connect or\ndisconnect\n-32-\nselectively through the switching system said generator,\nelectrical\nload, and\nstored\nenergy source, or any combination thereof, with the\nvehicle\nelectrical\nsystem\nwhen\nsaid\nelectrical\nsignatures have been verified.\n31. The control device of claim 30, further comprising a sensor that detects\na frequency and amplitude of an output voltage, energize signal, alternating\ncurrent,\nand ignition signal, associated with the generator.\n32. The control device of claim 30, further comprising a sensor that detects\na frequency and amplitude of an output voltage and current of an auxiliary-\nport.\n33. The control device of claim 30, further comprising a sensor that detects\na frequency and amplitude of a current flow into the stored energy source.\n34. The control device of claim 30, further comprising a sensor that detects\na frequency and amplitude of a current flow out of the stored energy source.\n35. The control device of claim 30, wherein the program code operable on\nthe processor instructs the switching system to connect or disconnect\nselectively a\ngenerator or stored energy source with a\nvehicle\nelectrical\nsystem comprising:\nto disconnect the generator or stored energy source from the\nvehicle\nelectrical\nsystem when a prescribed time delay expires and an alternating\ncurrent and\nignition signal associated with the generator have been determined to indicate\na non-\noperating\nvehicle\nengine wherein the absence of either the alternating current\nor\nignition signal indicates a non-operating\nvehicle\nengine;\nto inhibit said disconnection of the generator or stored energy source\nfrom the\nvehicle\nelectrical\nsystem when a current flow associated with the\nstored\nenergy source has been determined to be cyclical; and\nto connect the generator or stored energy source to the\nvehicle\nelectrical\nsystem when an energize signal from an energize line associated with the\ngenerator\n-33-\nhas been determined to indicate an operating\nvehicle\nelectrical\nsystem,\nwherein the\nexistence of a voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n36. The control device of claim 30, wherein the program code operable on\nthe processor instructs the switching system to connect or disconnect\nselectively an\nelectrical\nload with a\nvehicle\nelectrical\nsystem comprising:\nto disconnect the\nelectrical\nload when a current drawn by said load\nexceeds a prescribed threshold; and\nto connect said load when an ignition signal associated with the\ngenerator has been determined to indicate an operating\nvehicle\nelectrical\nsystem when\nit follows the absence of the ignition signal.\n37. The control device of claim 35, wherein the switching system further\ncomprises a bi-directional semiconductor switch module.\n38. The control device of claim 36, wherein the switching system further\ncomprises integrated circuit modules with built-in logic to limit the current\ndrawn by\nsaid load.\n39. The control device of claim 30, further comprising means for\ngenerating a status signal in response to connection or disconnection of a\ngenerator,\nelectrical\nload, or stored energy source.\n40. The control device of claim 39, wherein the means for generating a\nstatus signal comprises a flashing visual indicator.\n41. A control device for controlling and distributing\nelectrical\nenergy in a\nvehicle\nelectrical\nsystem, comprising:\nmeans for sensing\nelectrical\nsignals generated by a generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem;\n-34-\nmeans for switching the generator,\nelectrical\nload, and stored energy\nsource; and\nmeans for processing said\nelectrical\nsignals;\nsaid means for processing ascertains certain\nelectrical\nsignatures and\nselectively connects or disconnects said generator,\nelectrical\nload, or stored\nenergy\nsource, or any combination thereof, via said means for switching, when said\nelectrical\nsignatures have been verified.\n42. The control device of claim 41, wherein the means for processing\ncauses said means for switching to connect or disconnect selectively a\ngenerator or\nstored energy source with a\nvehicle\nelectrical\nsystem comprising:\nto disconnect the generator or stored energy source from the\nvehicle\nelectrical\nsystem when a prescribed time delay expires and an alternating\ncurrent and\nignition signal associated with the generator have been determined to indicate\na non-\noperating\nvehicle\nengine wherein the absence of either the alternating current\nor\nignition signal indicates a non-operating\nvehicle\nengine;\nto inhibit said disconnection of the generator or stored energy source\nfrom the\nvehicle\nelectrical\nsystem when a current flow associated with the\nstored\nenergy source has been determined to be cyclical; and\nto connect the generator or stored energy source to the\nvehicle\nelectrical\nsystem when an energize signal from an energize line associated with the\ngenerator\nhas been determined to indicate an operating\nvehicle\nelectrical\nsystem,\nwherein the\nexistence of a voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n43. The control device of claim 41, wherein the means for processing\ncauses said means for switching to connect or disconnect selectively an\nelectrical\nload\nwith a\nvehicle\nelectrical\nsystem comprising:\nto disconnect the\nelectrical\nload when a current drawn by said load\n-35-\nexceeds a prescribed threshold; and\nto connect said load when an ignition signal associated with the\ngenerator has been determined to indicate an operating\nvehicle\nelectrical\nsystem when\nit follows the absence of the ignition signal.\n44. A method for controlling and distributing\nelectrical\nenergy in a\nvehicle\nelectrical\nsystem, the method comprising:\n(a) monitoring\nelectrical\nsignals generated by a generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem;\n(b) processing the\nelectrical\nsignals to ascertain certain\nelectrical\nsignatures; and\n(c) selectively connecting or disconnecting the generator,\nelectrical\nload, or stored energy source, or any combination thereof, with the\nvehicle\nelectrical\nsystem when said\nelectrical\nsignatures have been verified.\n45. The method of claim 44, wherein (a) comprises sensing a frequency of\nelectrical\nsignals generated by said generator,\nelectrical\nload, or stored\nenergy source\nin the\nvehicle\nelectrical\nsystem.\n46. The method of claim 44, wherein(a) comprises sensing an amplitude of\nelectrical\nsignals generated by said generator,\nelectrical\nload, or stored\nenergy source\nin the\nvehicle\nelectrical\nsystem.\n47. The method of claim 44, wherein (b) comprises quantifying\nelectrical\nsignals received from a generator,\nelectrical\nload, or stored energy source in\nthe\nvehicle\nelectrical\nsystem, and comparing them with a pre-determined value.\n48. The method of claim 47, wherein the step of quantifying comprises\nmeasuring a frequency of said\nelectrical\nsignals received from said generator,\nelectrical\nload, or stored energy source in the\nvehicle\nelectrical\nsystem.\n-36-\n49. The method of claim 47, wherein the step of quantifying comprises\nmeasuring an amplitude of said\nelectrical\nsignals received from said\ngenerator,\nelectrical\nload, or stored energy source in the\nvehicle\nelectrical\nsystem.\n50. The method of claim 44, wherein (c) comprises disconnecting the\ngenerator or stored energy source from the\nvehicle\nelectrical\nsystem when a\nprescribed time delay expires and an alternating current and ignition signal\nassociated\nwith the generator have been determined to indicate a non-operating\nvehicle\nengine\nwherein the absence of either the alternating current or ignition signal\nindicates a non-\noperating\nvehicle\nengine, and further inhibiting said disconnection of the\ngenerator or\nstored energy source from the\nvehicle\nelectrical\nsystem when a current flow\nassociated with the stored energy source has been determined to be cyclical,\nand\nfurther connecting the generator or stored energy source to the\nvehicle\nelectrical\nsystem when an energize signal from an energize line associated with the\ngenerator\nhas been determined to indicate an operating\nvehicle\nelectrical\nsystem,\nwherein the\nexistence of a voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n51. The method of claim 44, wherein (c) comprises disconnecting the\nelectrical\nload when a current drawn by said load exceeds a prescribed\nthreshold, and\nfurther connecting said load when an ignition signal associated with the\ngenerator has\nbeen determined to indicate an operating\nvehicle\nelectrical\nsystem when it\nfollows the\nabsence of the ignition signal.\n52. A method for controlling and distributing\nelectrical\nenergy from a\ngenerator in a\nvehicle\nelectrical\nsystem, the method comprising:\n(a) monitoring\nelectrical\nsignals generated by the generator,\nelectrical\nload, and stored energy source in the\nvehicle\nelectrical\nsystem;\n(b) processing said signals to ascertain certain\nelectrical\nsignatures; and\n(c) transferring\nelectrical\nenergy available from the generator to the\n-37-\nelectrical\nload or stored energy source when said\nelectrical\nsignatures have\nbeen\nverified.\n53. The method of claim 52, wherein (a) comprises sensing a frequency\nand amplitude of the\nelectrical\nsignals generated by the generator,\nelectrical\nload, or\nstored energy source in the\nvehicle\nelectrical\nsystem.\n54. The method of claim 52, wherein (b) comprises measuring a frequency\nand amplitude of the\nelectrical\nsignals generated by the generator,\nelectrical\nload, or\nstored energy source in the\nvehicle\nelectrical\nsystem, and comparing them with\na pre-\ndetermined value.\n55. The method of claim 52, wherein (c) comprises selectively connecting\nor disconnecting a generator with the\nvehicle\nelectrical\nsystem.\n56. The method of claim 55, further comprising disconnecting the\ngenerator from the\nvehicle\nelectrical\nsystem when a prescribed time delay\nexpires and\nan alternating current and ignition signal associated with the generator have\nbeen\ndetermined to indicate a non-operating\nvehicle\nengine wherein the absence of\neither\nthe alternating current or the ignition signal indicates a non-operating\nvehicle\nengine,\nand further comprising inhibiting said disconnection of the generator from the\nvehicle\nelectrical\nsystem when a current flow associated with the stored energy source\nhas\nbeen determined to be cyclical.\n57. The method of claim 55, further comprising connecting the generator to\nthe\nvehicle\nelectrical\nsystem when an energize signal associated with the\ngenerator\nhas been determined to indicate an operating\nvehicle\nelectrical\nsystem,\nwherein the\nexistence of a voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n58. A method for controlling and distributing\nelectrical\nenergy from a\n-38-\nstored energy source in a\nvehicle\nelectrical\nsystem, the method comprising:\n(a) monitoring\nelectrical\nsignals generated by the stored energy source,\ngenerator, and\nelectrical\nload in the\nvehicle\nelectrical\nsystem;\n(b) processing said signals to ascertain certain\nelectrical\nsignatures; and\n(c) transferring\nelectrical\nenergy available from the stored energy\nsource to the\nelectrical\nload or generator when said\nelectrical\nsignatures\nhave been\nverified.\n59. The method of claim 58, wherein (a) comprises sensing a frequency\nand amplitude of the\nelectrical\nsignals generated by the generator,\nelectrical\nload, or\nstored energy source in the\nvehicle\nelectrical\nsystem.\n60. The method of claim 58, wherein (b) comprises measuring a frequency\nand amplitude of the\nelectrical\nsignals generated by the generator,\nelectrical\nload, or\nstored energy source in the\nvehicle\nelectrical\nsystem, and comparing them with\na pre-\ndetermined value.\n61. The method of claim 58, wherein (c) comprises selectively connecting\nor disconnecting a stored energy source with the\nvehicle\nelectrical\nsystem.\n62. The method of claim 61, further comprising disconnecting a stored\nenergy source from the\nvehicle\nelectrical\nsystem when a prescribed time delay\nexpires\nand an alternating current and ignition signal associated with the generator\nhave been\ndetermined to indicate a non-operating\nvehicle\nengine wherein the absence of\neither\nthe alternating current or the ignition signal indicates a non-operating\nvehicle\nengine,\nand further comprising inhibiting said disconnection of the stored energy\nsource from\nthe\nvehicle\nelectrical\nsystem when a current flow associated with the stored\nenergy\nsource has been determined to be cyclical.\n63. The method of claim 61, further comprising connecting a stored energy\n-39-\nsource to the\nvehicle\nelectrical\nsystem when an energize signal associated\nwith the\ngenerator has been determined to indicate an operating\nvehicle\nelectrical\nsystem,\nwherein the existence of a voltage at the energize line indicates an operating\nvehicle\nelectrical\nsystem.\n64. A method for controlling and distributing\nelectrical\nenergy through an\nelectrical\nload in a\nvehicle\nelectrical\nsystem, the method comprising:\n(a) monitoring\nelectrical\nsignals generated by the\nelectrical\nload,\ngenerator, and stored energy source in the\nvehicle\nelectrical\nsystem;\n(b) processing said signals to ascertain certain\nelectrical\nsignatures; and\n(c) transferring\nelectrical\nenergy available from the generator or stored\nenergy source to the\nelectrical\nload when said\nelectrical\nsignatures have been\nverified.\n65. The method of claim 64, wherein (a) comprises sensing a frequency\nand amplitude of the\nelectrical\nsignals generated by the generator,\nelectrical\nloads, or\nstored energy source in the\nvehicle\nelectrical\nsystem.\n66. The method of claim 64, wherein (b) comprises measuring a frequency\nand amplitude of the\nelectrical\nsignals generated by the generator,\nelectrical\nload, or\nstored energy source in the\nvehicle\nelectrical\nsystem, and comparing them with\na pre-\ndetermined value.\n67. The method of claim 64, wherein (c) comprises selectively connecting\nor disconnecting an\nelectrical\nload with the\nvehicle\nelectrical\nsystem.\n68. The method of claim 67, further comprising disconnecting said load\nfrom the\nvehicle\nelectrical\nsystem when a current drawn by said load exceeds a\nprescribed threshold.\n69. The method of claim 67, further comprising connecting said load to the\nvehicle\nelectrical\nsystem when an ignition signal associated with the\ngenerator has\n-40-\nbeen determined to indicate an operating\nvehicle\nelectrical\nsystem when it\nfollows the\nabsence of the ignition signal.\n-41- | 10/800,321 | United States of America | 2004-03-12 | L'invention concerne un dispositif de commande de charge et de batterie destiné à réguler et à distribuer l'énergie électrique dans le système électrique d'un véhicule, qui comprend un générateur, une charge électrique, et une source d'énergie emmagasinée. Ledit dispositif surveille et traite les signaux électriques produits par le système électrique du véhicule et les compare à l'état de fonctionnement du véhicule. Ledit dispositif fonctionne sur un système de commutation pour connecter ou déconnecter de manière régulée le générateur, la charge électrique ou la source d'énergie emmagasinée, ou une quelconque combinaison de ceux-ci, le système électrique du véhicule étant conforme avec une configuration d'exploitation prédéterminée du véhicule. | True |
| 410 | Patent 2601572 Summary - Canadian Patents Database | CA 2601572 | NaN | POWER GENERATION SYSTEMS AND METHODS FOR WHEELED OBJECTS | SYSTEMES ET PROCEDES DE PRODUCTION D'ENERGIE POUR OBJETS MUNIS DE ROUES | NaN | CARTER, SCOTT J., HANNAH, STEPHEN E. | NaN | 2006-03-20 | SMART & BIGGAR LLP | English | GATEKEEPER SYSTEMS, INC. | WHAT IS CLAIMED IS:\n1. A power generator in a wheel configured for use on a\nvehicle\ncomprising:\na housing comprising windings;\na magnetized element disposed within the housing and operable to rotate\nabout an axis; and\na drive mechanism configured to cause the magnetized element to rotate in\nresponse to rotation of the wheel;\nwherein the rotation of the magnetized element produces\nelectrical\npower in\nthe windings so as to enable the generator to supply\nelectrical\npower; and\nwherein the housing, the magnetized element, and the drive mechanism are\ndisposed within the wheel.\n2. The power generator of Claim 1, wherein the power generator is configured\nto\nsupply power to an electronic component located on the\nvehicle\n.\n3. The power generator of Claim 2, wherein the electronic component is a two-\nway communication system.\n4. The power generator of Claim 2, wherein the electronic component is a video\ndisplay.\n5. The power generator of Claim 2, wherein the electronic component is an\naudio speaker.\n6. The power generator of Claim 2, wherein the electronic component is a\nnavigation system.\n7. The power generator of Claim 2, wherein the electronic component is\nconfigured to inhibit movement of the\nvehicle\n.\n8. The power generator of Claim 1, further comprising a stator located\nsubstantially on the axis and wherein the magnetized element comprises a\nrotor.\n9. The power generator of Claim 1, wherein the power generator is configured\nto\nsupply power to an energy reservoir also located on said\nvehicle\n.\n10. The power generator of Claim 9, wherein the energy reservoir is located in\nthe\nwheel.\n11. The power generator of Claim 9, wherein the energy reservoir comprises\ncapacitive storage devices.\n-32-\n12. The power generator of Claim 11, further comprising a\nbattery\nadapted to\nstore\nelectrical\nenergy.\n13. The power generator of Claim 12, wherein the\nbattery\ncomprises a\nrechargeable\nbattery\n.\n14. The power generator of Claim 12, wherein the\nbattery\nis configured to\nprovide\nsupplemental power.\n15. The power generator of Claim 11, wherein the capacitive storage devices\ncomprise ultracapacitors.\n16. The power generator of Claim 15, wherein the ultracapacitors comprise at\nleast two charge balanced ultracapacitors connected in a series configuration.\n17. The power generator of Claim 16, wherein the generator is configured to be\ntemperature sensitive and to adjust the amount of energy produced for storage\nin the\nultracapacitors in response to temperature.\n18. The power generator of Claim 1, further configured to power a system\nconfigured to inhibit motion of the\nvehicle\n.\n19. The power generator of Claim 1, further configured to power a wheel\nbraking\nsystem control circuit.\n20. The power generator of Claim 19, wherein the wheel braking system control\ncircuit comprises a power management system for moving a brake from a first\nstate to a\nsecond state and maintaining the brake in the second state until occurrence of\na\npredetermined condition.\n21. The power generator of Claim 20, wherein the predetermined condition is an\nexternally produced signal requesting a change of state of the brake.\n22. The power generator of Claim 20, wherein the predetermined condition is\nreflective of energy required for producing a change of state of the brake.\n23. A power management system configured for use on a moveable object having\na wheel comprising:\na generator operative in response to movement of the object;\na capacitive energy storage reservoir connected to the generator; and\nan electronic component configured to control power usage from the reservoir\nbased upon a level of energy in said reservoir;\n-33-\nwherein the generator, the capacitive energy storage reservoir, and the\nelectronic component are disposed within the wheel.\n24. The power management system of Claim 23, wherein the storage reservoir\ncomprises at least one ultracapacitor.\n25. The power management system of Claim 23, wherein the electronic\ncomponent regulates an amount of charge in the capacitive energy storage\nreservoir.\n26. The power management system of Claim 23, wherein the storage reservoir\ncomprises a\nbattery\n.\n27. The power management system of Claim 23, wherein the electronic\ncomponent provides a regulated voltage.\n28. A braking system for a wheel of an object, the system comprising:\na brake mechanism associated with the wheel so as to brake or release the\nrotation of the wheel;\na controller associated with the brake mechanism and configured to cause the\nbrake mechanism to brake or release wheel rotation;\na power storage device connected to supply power to the brake mechanism in\nresponse to signals from the controller; and\na generator on the wheel and configured to provide power to the storage\ndevice, said generator operative in response to rotation of the wheel.\n29. The braking system of Claim 28, wherein the object is a cart.\n30. The braking system of Claim 29, wherein the cart is a shopping cart.\n31. The braking system of Claim 29, wherein the cart is configured to move in\nresponse to manually applied force.\n32. The braking system of Claim 28, wherein the power storage device comprises\nat least one ultracapacitor.\n33. The braking system of Claim 28, wherein the controller is configured to\ncause\nthe brake mechanism to brake or release in response to occurrence of\npredetermined criteria.\n34. The braking system of Claim 33, wherein the criteria includes a level of\npower\nin the energy storage reservoir which at a predetermined threshold.\n35. A method of managing power in a braking system of an object having a\nwheel, the method comprising:\n-34-\ngenerating power in response to rotation of the wheel;\nstoring said generated power in a capacitive storage reservoir;\napplying braking force to the wheel using power from the reservoir;\nmonitoring a level of power in the reservoir; and\nreleasing the braking force when the monitored level is in a predetermined\ncondition.\n36. The method of Claim 32, the method further comprising:\nproviding supplemental power in response to a defined condition so as to\napply a braking force.\n37. The method of Claim 36, wherein the defined condition relates to a second\nlevel of power in the reservoir.\n38. A power generation system configured for use on a\nvehicle\nhaving a wheel,\nthe power generation system comprising:\na generator disposed within the wheel, the generator configured to convert\nrotation of the wheel into\nelectrical\nenergy;\nan\nelectrical\nenergy storage device\nelectrically\ncoupled to the generator and\nconfigured to store a portion of the\nelectrical\nenergy, the storage device\ndisposed in\nthe\nvehicle\n; and\na power management system\nelectrically\ncoupled to the generator and the\nstorage device, the power management system configured to monitor a level of\nelectrical\nenergy in the storage device.\n39. The power generation system of Claim 38, wherein the\nvehicle\nis a cart.\n40. The power generation system of Claim 39, wherein the cart is a shopping\ncart.\n41. The power generation system of Claim 38, wherein the\nelectric\nstorage\ndevice\ncomprises at least one ultracapacitor.\n42. The power generation system of Claim 38, wherein the\nelectric\nstorage\ndevice\nis disposed within the wheel.\n43. The power generation system of Claim 38, wherein the power generation\nsystem is configured to provide\nelectrical\nenergy to a component disposed in\nor on the\nvehicle\n.\n-35-\n44. The power generation system of Claim 43, wherein the component is\nconfigured to inhibit motion of the\nvehicle\n.\n45. The power generation system of Claim 43, wherein the component is disposed\nwithin the wheel.\n46. The power generation system of Claim 45 wherein the component is a wheel\nbrake mechanism movable between a locked position, wherein the rotation of the\nwheel is\nsubstantially inhibited, and an unlocked position, wherein the rotation of the\nwheel is\nsubstantially permitted.\n47. The power generation system of Claim 46, wherein the power management\nsystem is further configured to signal the wheel brake mechanism to move\nbetween the\nlocked position and the unlocked position if the\nelectrical\nenergy stored in\nthe\nelectric\nstorage\ndevice reaches a threshold value.\n48. The power generation system of Claim 47, wherein the threshold value is\nrelated to an amount of\nelectrical\nenergy used to move the wheel brake\nmechanism from the\nlocked position to the unlocked position.\n49. A power system in an object having a wheel comprising:\nmeans for generating\nelectrical\npower from rotation of the wheel;\nmeans for storing\nelectrical\npower; and\nmeans for charging the storage means by using power from the generating\nmeans;\nwherein the generating means, the storing means, and the charging means are\ndisposed within the wheel.\n50. The power system of Claim 49, wherein the means for storing\nelectrical\npower\ncomprises at least one ultracapacitor.\n51. The power system of Claim 49, wherein the means for storing\nelectrical\npower\ncomprises a rechargeable\nbattery\n.\n52. The power system of Claim 49, further comprising means for distributing\nthe\nelectrical\npower from the generating means or the storing means to an\nelectrical\ncomponent.\n53. The power system of Claim 52, wherein the\nelectrical\ncomponent is a two-\nway communication system.\n-36-\n54. The power system of Claim 52, wherein the\nelectrical\ncomponent is a\nnavigation system.\n55. The power system of Claim 52, wherein the\nelectrical\ncomponent is a\ndisplay\ndevice.\n56. The power system of Claim 52, wherein the\nelectrical\ncomponent is a brake\nsystem.\n57. The power system of Claim 52, wherein the\nelectrical\ncomponent is\nconfigured to inhibit motion of the object.\n58. The power system of Claim 52, wherein the\nelectrical\ncomponent is a wheel\nsteering system.\n-37- | 60/663,195 | United States of America | 2005-03-18 | L'invention concerne un système de production d'énergie destiné à des objets munis de roues. Ce système comprend une génératrice couplée mécaniquement à une ou plusieurs des roues de l'objet, afin de convertir l'énergie rotationnelle des roues en énergie électrique. Ce système de production d'énergie peut comprendre un dispositif de stockage d'électricité conçu pour stocker l'énergie électrique produite par la génératrice. L'énergie de la génératrice et/ou du dispositif de stockage d'électricité peuvent servir à alimenter d'autres systèmes électriques installés dans ou sur l'objet. Dans certaines formes de réalisation préférées, le dispositif de stockage d'électricité comprend une batterie de condensateurs haute capacité montés en série. Certaines formes de réalisation peuvent comprendre un circuit de commande, servant à réguler la charge et la décharge de la batterie de condensateurs, et à fournir les tensions adéquates pour les autres systèmes. Dans certaines formes de réalisation, ce système de production d'énergie est conçu pour être installé à l'intérieur d'une roue de l'objet. | True |
| 411 | Patent 2623398 Summary - Canadian Patents Database | CA 2623398 | NaN | METHOD AND APPARATUS FOR POWER ELECTRONICS AND CONTROL OF PLUG-IN HYBRID PROPULSION WITH FAST ENERGY STORAGE | PROCEDE ET APPAREIL D'ALIMENTATION DE DISPOSITIFS ELECTONIQUES ET DE COMMANDE D'UNE PROPULSION HYBRIDE ENFICHABLE COMPRENANT UN DISPOSITIF DE STOCKAGE RAPIDE D'ENERGIE | NaN | BENDER, DONALD ARTHUR | NaN | 2006-09-12 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | AFS TRINITY POWER CORPORATION | What is claimed is:\n1. A system for powering a plug-in hybrid\nelectric\nvehicle\ncomprising a\nvehicle\ndrivetrain having an internal combustion engine and one or more motor-\ngenerators\nconnected to the drivetrain, wherein the one or more motor-generators supply\npower to the\ndrivetrain to propel the\nvehicle\nor start the engine or absorb power to\nregeneratively\nrecharge one or more energy storage devices; said system comprising a first\nelectrical\nenergy storage device; a second\nelectrical\nenergy storage device; and power\nelectronics;\nwherein the first\nelectrical\nenergy storage is a\nbattery\nthat delivers\nelectrical\nenergy to the drivetrain for traction power or to start the engine, or absorbs\nelectrical\nenergy from the drivetrain;\nwherein the second\nelectrical\nenergy storage device is a flywheel,\ncapacitor, ultracapacitor, supercapacitor, or\nbattery\n; and the second\nelectrical\nenergy\nstorage device only absorbs or delivers current as necessary to protect the\nfirst\nelectrical\nenergy storage device from current above a damage threshold for the first\nelectrical\nenergy\nstorage device; and\nwherein the power electronics include a polyphase power converter with a\nplurality of phase legs, wherein each phase leg comprises two electronic\nswitches with\ndiodes; wherein both ends of each phase leg are connected to a DC bus; wherein\na center\nof each phase leg is connected to another\nelectrical\ndevice; wherein one or\nmore\ncapacitors are connected across the DC bus; wherein a first of said plurality\nof phase legs\nis used as a DC-DC converter for the second\nelectrical\nenergy storage device;\nand\nwherein one or more sets of three phase legs from the power converter function\nas one or\nmore three phase motor drives.\n37\n2. A method of control of the power electronics of a plug-in hybrid\nelectric\nvehicle\ncomprising a\nvehicle\ndrivetrain having an internal combustion engine\nand one or\nmore motor-generators connected to the drivetrain wherein the one or more\nmotor-\ngenerators supply power to the drivetrain to propel the\nvehicle\nor start the\nengine or\nabsorb power to regeneratively recharge one or more energy storage devices;\nsaid method\ncomprising:\nusing a first\nelectrical\nenergy storage comprising a\nbattery\nto deliver\nelectrical\nenergy to the drivetrain for traction power or to start the engine,\nand absorb\nelectrical\nenergy from the drivetrain;\nusing a second\nelectrical\nenergy storage device comprising a flywheel,\ncapacitor, ultracapacitor, supercapacitor, or\nbattery\n, to only absorb or\ndeliver current as\nnecessary to protect the first\nelectrical\nenergy storage device from current\nabove a damage\nthreshold for the first\nelectrical\nenergy storage device; and\nusing a control algorithm that receives as input a state of charge of the\nfirst\nelectrical\nenergy storage device, a state of charge of second\nelectrical\nenergy storage\ndevice, and a traction energy demand value; wherein the control algorithm\ndirects a flow\nof\nelectrical\nenergy in order to satisfy the traction energy demand value,\nprevent damage\nto the first\nelectrical\nenergy storage device, prevent damage to the second\nelectrical\nenergy\nstorage device, and minimize fuel consumed by the engine.\n3. The system set forth in claim 1 configured so that the first\nelectrical\nenergy\nstorage device is connected directly to the DC bus.\n38\n4. The system set forth in claim 1 configured so that the second\nelectrical\nenergy\nstorage device is a capacitor that is connected to the DC bus through the DC-\nDC\nconverter.\n5. The system set forth in claim 1 configured so that the second\nelectrical\nenergy\nstorage device is a\nbattery\nthat is connected to the DC bus through the DC-DC\nconverter.\n6. The system set forth in claim 1 configured so that phase legs are used as a\ncharger for either or both of the first\nelectrical\nenergy storage device and\nthe second\nelectrical\nenergy storage device.\n7. The system set forth in claim 1 configured so that the DC-DC converter uses\ninductance of connected motors and transformers to smooth current ripple.\n8. The system set forth in claim 1 configured with a single motor connected to\nthe\ndrivetrain.\n9. The system set forth in claim 1 configured as a series hybrid with two or\nmore\nmotor-generators.\n10. The system set forth in claim 1 configured with separate front and rear\ndrive,\nwhere the front drive and rear drive are not mechanically connected.\n11. The system set forth in claim 1 configured with engine powered front wheel\ndrive and motor-generator powered rear wheel drive.\n12. The system set forth in claim 1 configured with DC output ports that\nprovide\npower to\nvehicle\nequipment and subsystems.\n13. The system set forth in claim 1 configured with an AC charging port and an\nactive rectifier that supplies charging power to the DC bus.\n39\n14. The system set forth in claim 1 configured with a separate\nbattery\ncharger\nfor\nthe first\nelectrical\nenergy storage device.\n15. The system set forth in claim 1 including a control algorithm hosted by a\nmicroprocessor or a digital signal processor.\n16. The system set forth in claim 1 configured where the DC-DC converter is a\nsingle phase leg.\n17. The system set forth in claim 1 configured with phase legs connected as an\nactive rectifier that produce AC voltage which is transformed to lower or\nhigher voltage\nand rectified to DC.\n18. The method of control set forth in claim 2 wherein regenerative braking\nenergy\nis absorbed by the first\nelectrical\nenergy storage device.\n19. The method of control set forth in claim 2 wherein regenerative braking\nenergy\nis absorbed by the second\nelectrical\nenergy storage device.\n20. The method of control set forth in claim 2 wherein regenerative braking\nenergy\nis absorbed by energizing a motor-generator in order to apply torque to the\nengine.\n21. The method of control set forth in claim 2 wherein regenerative braking\nenergy\nis absorbed in any combination of the first\nelectrical\nenergy storage device,\nthe second\nelectrical\nenergy storage device, and by energizing a motor-generator in order\nto apply\ntorque to the engine.\n22. The method of control set forth in claim 2 wherein traction energy is\nsupplied\nby only the first\nelectrical\nenergy storage device.\n23. The method of control set forth in claim 2 wherein traction energy is\nsupplied\nby only the second\nelectrical\nenergy storage device.\n24. The method of control set forth in claim 2 wherein traction energy is\nsupplied\nby only the engine.\n25. The method of control set forth in claim 2 wherein traction energy is\nsupplied\nin any combination of the first\nelectrical\nenergy storage device, the second\nelectrical\nenergy storage device, and by energizing a motor-generator in order to apply\ntorque to the\nengine.\n26. The method of control set forth in claim 2 wherein energy is transferred\nbetween the first and second\nelectrical\nenergy storage devices.\n27. The method of control set forth in claim 2 wherein the motor-generators\nand\nfirst and second\nelectrical\nenergy storage devices are operated using current\nmode\ncontrol.\n28. The method of control set forth in claim 2 wherein the first\nelectrical\nenergy\nstorage device is connected directly to the DC bus and current for the first\nelectrical\nenergy storage device is controlled by regulating voltage of the DC bus.\n29. The method of control set forth in claim 2 whereby bus voltage is\nregulated by\ncontrolling source or sink current of the motor-generators and first and\nsecond\nelectrical\nenergy storage devices.\n30. The method of control set forth in claim 2 whereby discharge and charge\ncurrent limits for the first energy storage device are variable and determined\nby the\nalgorithm on the basis of state of charge, temperature, charge history and\nuser input.\n31. The method of control set forth in claim 2 whereby discharge and charge\ncurrent limits for the second energy storage device are variable and\ndetermined by the\nalgorithm on the basis of state of charge, temperature, charge history and\nuser input.\n41\n32. The system set forth in claim 1 configured so that the second\nelectrical\nenergy\nstorage device is connected directly to the DC bus.\n42 | 60/596,443 | United States of America | 2005-09-23 | L'invention concerne un système de propulsion hybride enfichable comprenant un dispositif de stockage rapide d'énergie préservant la durée de vie utile de la batterie, les éléments de stockage d'énergie de la transmission hybride pouvant être alimentés par électricité externe ainsi que par de l'énergie provenant du moteur ou du système de freinage par récupération. Des commutateurs électroniques, des dispositifs électroniques passifs, un boîtier, un circuit de commande et/ou des algorithmes de commande sont utilisés pour gérer le flux d'énergie entre un moteur à combustible, une batterie, un système de stockage rapide d'énergie, des moteurs de traction, un chargeur, des systèmes accessoires, un système de distribution électrique, et/ou une transmission. | True |
| 412 | Patent 2865806 Summary - Canadian Patents Database | CA 2865806 | NaN | METHOD AND APPARATUS FOR EFFICIENT FUEL CONSUMPTION | PROCEDE ET APPAREIL POUR CONSOMMATION DE CARBURANT ECONOMIQUE | NaN | MARKOSKI, LARRY J. | 2015-10-06 | 2013-02-27 | NEXUS LAW GROUP LLP | English | INI POWER SYSTEMS, INC. | WHAT IS CLAIMED IS:\n1. A method for efficient fuel consumption, comprising:\nrecharging\nbatteries\nor operating a device carrying out a task, with an engine\nthrough an\nelectrical\nconnection, while monitoring at least one of (i) current\nin the\nelectrical\nconnection, (ii) voltage of the\nbatteries\n, and (iii) length of time\nof the\nrecharging or task, to determine if the recharging has reached a preselected\nendpoint or the task has been completed; and\ngenerating a signal through a communication link to cause the engine to stop\noperating when the preselected endpoint is reached or the task has been\ncompleted\nby: (a) preventing operation of a spark plug, (b) preventing delivery of fuel\nto the\nengine, or (c) preventing delivery of oxygen to the engine,\nwherein the preselected endpoint occurs when the\nbatteries\nare less than\n100% recharged.\n2. The method of clam 1, wherein the engine is a diesel engine.\n3. The method of claim 1, wherein the engine is the engine of a\nvehicle\n.\n4. The method of claim 1, wherein the engine is not the engine of a\nvehicle\n.\n5. The method of claim 1, wherein the preselected endpoint occurs when the\nrecharging is in an absorption charging stage.\n6. The method of claim 1, wherein the signal causes the engine to stop\noperating by preventing a spark plug from operating.\n7. The method of claim 1, wherein the monitoring is monitoring the current\nin the\nelectrical\nconnection.\n8. The method of claim 1, wherein the monitoring is of the length of time\nof the\nrecharging.\n17\n9. The method of claim 1, wherein the preselected endpoint occurs when the\nrecharging has completed a bulk charging stage.\n10. A method for efficient fuel consumption, comprising:\nrecharging\nbatteries\nwith an engine through an\nelectrical\nconnection, while\nmonitoring at least one of (i) current in the\nelectrical\nconnection, (ii)\nvoltage of the\nbatteries\nand (iii) length of time of the recharging, to determine if the\nrecharging has\nreach a preselected endpoint; and\ngenerating a signal to a user indicating that the preselected endpoint has\nbeen reached;\nwherein the preselected endpoint occurs when the\nbatteries\nare less than\n100% recharged.\n11. The method of claim 10, wherein the preselected endpoint occurs when\nthe\nrecharging is in an absorption charging stage.\n12. The method of clam 10, wherein the engine is a diesel engine.\n13. The method of claim 10, wherein the engine is the engine of a\nvehicle\n.\n14. The method of claim 10, wherein the engine is not the engine of a\nvehicle\n.\n15. The method of claim 10, wherein the signal is a wireless signal sent to\na\ndevice carried by the user.\n16. The method of claim 10, wherein the monitoring is monitoring the\ncurrent in\nthe\nelectrical\nconnection.\n17. The method of claim 16, wherein the signal is a sound.\n18. The method of claim 10, wherein the monitoring is of the length of time\nof the\nrecharging.\n18\n19. The\nmethod of claim 10, wherein the preselected endpoint occurs when the\nrecharging has completed a bulk charging stage.\n19 | 13/408,903 | United States of America | 2012-02-29 | Procédé pour consommation de carburant économique consistant à recharger des batteries ou à actionner un dispositif réalisant une tâche, à l'aide d'un moteur par l'intermédiaire d'une connexion électrique. Le procédé consiste également à contrôler au moins une caractéristique parmi (i) le courant dans la connexion électrique, (ii) la tension des batteries, et (iii) la durée de la recharge ou de la tâche, afin de déterminer si la recharge a atteint un point limite présélectionné ou si la tâche est terminée. Le procédé consiste en outre à générer un signal dans une liaison de communication pour amener le moteur à arrêter de fonctionner en : (a) empêchant le fonctionnement d'une bougie d'allumage, (b) empêchant la distribution de carburant au moteur, ou (c) empêchant la distribution d'oxygène au moteur. | True |
| 413 | Patent 2936536 Summary - Canadian Patents Database | CA 2936536 | NaN | VEHICLECHARGING SYSTEM | SYSTEME DE RECHARGE DE VEHICULE | NaN | BEAN, ADAM | 2018-12-18 | 2016-07-18 | SMART & BIGGAR LP | English | R.A. PHILLIPS INDUSTRIES, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A charging system configured to charge an auxiliary\nbattery\nof a\nvehicle\ncomprising a tractor, a trailer, and a converter coupled to the auxiliary\nbattery\n, the\ncharging system comprising:\na switch configured to\nelectrically\ncouple an\nelectrical\nsystem of the tractor\nto\nthe auxiliary\nbattery\n;\na diode network configured to receive\nelectrical\npower from a plurality of\nauxiliary power sources and to supply power to the converter; and\na controller configured to monitor a first input voltage at an input of the\nswitch,\na second input voltage at an output of the diode network, and an auxiliary\nbattery\nvoltage, and to control states of the switch and the converter based on the\nmonitored\nfirst and second input voltages and the auxiliary\nbattery\nvoltage.\n2. The charging system of claim 1, wherein the controller is configured to:\nactivate the switch when the first input voltage is greater than the auxiliary\nbattery\nvoltage and the first input voltage is greater than a first threshold,\nand to\ndeactivate the switch when the first input voltage is less than the auxiliary\nbattery\nvoltage or the first input voltage is less than or equal to the first\nthreshold.\n3. The charging system of claim 2, wherein the first threshold is about 12\nvolts.\n- 17 -\n4. The charging system of any one of claims 1 to 3, wherein the converter\nis configured to receive\nelectrical\npower from the diode network and to supply\na\nregulated output power to the auxiliary\nbattery\n.\n5. The charging system of any one of claims 1 to 4, wherein the controller\nis configured to activate the converter when the second input voltage is above\na\nsecond threshold, and to deactivate the converter when the second input\nvoltage is\nless than or equal to the second threshold.\n6. The charging system of claim 5, wherein the second threshold is about\n12.5 volts.\n7. The charging system of any one of claims 1 to 6, wherein the diode\nnetwork is configured to provide a unidirectional\nelectrical\nconnection\nbetween the\nplurality of auxiliary power sources and the converter, and to prevent flow of\nelectrical\npower from one of the plurality of auxiliary power sources to\nanother one of\nthe plurality of auxiliary power sources.\n8. The charging system of any one of claim 1 to 7, wherein the diode\nnetwork comprises a plurality of diodes coupled to the plurality of auxiliary\npower\nsources at corresponding anodes and coupled to the converter at corresponding\ncathodes.\n9. The charging system of any one of claims 1 to 8, wherein the plurality\nof\nauxiliary power sources comprises at least one of a J560 connection from the\ntractor,\na refrigerator, a solar panel, and a generator.\n- 18 -\n10. The charging system of any one of claims 1 to 9, wherein the converter\nis a buck-boost DC-to-DC convertor.\n11. The charging system of any one of claims 1 to 10, wherein the auxiliary\nbattery\nis in the trailer and is configured to power a liftgate motor of the\ntrailer.\n12. A charging system configured to charge an auxiliary\nbattery\nof a\nvehicle\ncomprising a tractor and a trailer, the charging system comprising:\na switch configured to\nelectrically\ncouple an\nelectrical\nsystem of the tractor\nto\nthe auxiliary\nbattery\n;\na converter configured to receive\nelectrical\npower from a plurality of\nauxiliary\npower sources and to supply a regulated output power to the auxiliary\nbattery\n;\na controller configured to monitor a first input voltage at an input of the\nswitch,\na second input voltage at an input of the converter, and an auxiliary\nbattery\nvoltage,\nand to control states of the switch and the converter based on the monitored\nfirst and\nsecond input voltages and the auxiliary\nbattery\nvoltage.\n13. The charging system of claim 12, wherein the controller is configured\nto;\nactivate the switch when the first input voltage is greater than the auxiliary\nbattery\nvoltage and the first input voltage is greater than a first threshold,\nand to\ndeactivate the switch when the first input voltage is less than the auxiliary\nbattery\nvoltage or the first input voltage is less than or equal to the first\nthreshold.\n- 19 -\n14. The charging system of claim 12 or 13, wherein the controller is\nconfigured to activate the converter when the second input voltage is above a\nsecond\nthreshold, and to deactivate the converter when the second input voltage is\nless than\nor equal to the second threshold.\n15. The charging system of claim 12, 13 or 14 further comprising a diode\nnetwork configured to provide a unidirectional\nelectrical\nconnection between\nthe\nplurality of auxiliary power sources and the converter, and to prevent flow of\nelectrical\npower from one of the plurality of auxiliary power sources to another one of\nthe\nplurality of auxiliary power sources.\n16. The charging system of claim 15, wherein the diode network comprises\na plurality of diodes coupled to the plurality of auxiliary power sources at\ncorresponding anodes and coupled to the converter at corresponding cathodes.\n17. A method of charging an auxiliary\nbattery\nof a\nvehicle\ncomprising a\ntractor and a trailer, an\nelectrical\nsystem of the trailer comprising a\nconverter coupled\nto the auxiliary\nbattery\n, a switch coupled between an\nelectrical\nsystem of the\ntractor\nand the auxiliary\nbattery\n, a diode network coupled between a plurality of\nauxiliary\npower sources and the converter, and a controller, the method comprising:\nmonitoring, by the controller, a first input voltage at an input of the\nswitch, a\nsecond input voltage at an output of the diode network, and an auxiliary\nbattery\nvoltage;\nactivating, by the controller, the switch when the first input voltage is\ngreater\nthan the auxiliary\nbattery\nvoltage and the first input voltage is greater than\na first\nthreshold; and\n- 20 -\ndeactivating, by the controller, the switch when the first input voltage is\nless\nthan the auxiliary\nbattery\nvoltage or the first input voltage is less than or\nequal to the\nfirst threshold.\n18. The method of claim 17, further comprising:\nactivating, by the controller, the converter when the second input voltage is\nabove a second threshold; and\ndeactivating, by the controller, the converter when the second input voltage\nis\nless than or equal to the second threshold.\n19. The method of claim 18,\nwherein the first threshold is about 12 volts, and\nwherein the second threshold is about 12.5 volts.\n20. The method of claim 17, 18 or 19 further comprising deactivating, by\nthe controller, the switch prior to monitoring the first input voltage, the\nsecond input\nvoltage, and the auxiliary\nbattery\nvoltage.\n- 21 - | 14/836,925 | United States of America | 2015-08-26 | Un système de charge configuré pour charger une batterie auxiliaire dun véhicule comprenant un tracteur, une remorque et un convertisseur couplé à la batterie auxiliaire est décrit. Le système de charge comprend un commutateur configuré pour coupler électriquement un système électrique du tracteur à la batterie auxiliaire, un réseau de diodes configuré pour recevoir une alimentation électrique dune pluralité de sources dalimentation auxiliaires et fournir de lénergie au convertisseur, et un dispositif de commande configuré pour surveiller une première tension dentrée à une entrée du commutateur, une seconde tension dentrée à une sortie du réseau de diodes et une tension de batterie auxiliaire, et pour commander des états du commutateur et du convertisseur en fonction de la première et de la seconde tension dentrée surveillées et de la tension de la batterie auxiliaire. | True |
| 414 | Patent 2936536 Summary - Canadian Patents Database | CA 2936536 | NaN | VEHICLECHARGING SYSTEM | SYSTEME DE RECHARGE DE VEHICULE | NaN | BEAN, ADAM | 2018-12-18 | 2016-07-18 | SMART & BIGGAR LP | English | R.A. PHILLIPS INDUSTRIES, INC. | THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. A charging system configured to charge an auxiliary\nbattery\nof a\nvehicle\ncomprising a tractor, a trailer, and a converter coupled to the auxiliary\nbattery\n, the\ncharging system comprising:\na switch configured to\nelectrically\ncouple an\nelectrical\nsystem of the tractor\nto\nthe auxiliary\nbattery\n;\na diode network configured to receive\nelectrical\npower from a plurality of\nauxiliary power sources and to supply power to the converter; and\na controller configured to monitor a first input voltage at an input of the\nswitch,\na second input voltage at an output of the diode network, and an auxiliary\nbattery\nvoltage, and to control states of the switch and the converter based on the\nmonitored\nfirst and second input voltages and the auxiliary\nbattery\nvoltage.\n2. The charging system of claim 1, wherein the controller is configured to:\nactivate the switch when the first input voltage is greater than the auxiliary\nbattery\nvoltage and the first input voltage is greater than a first threshold,\nand to\ndeactivate the switch when the first input voltage is less than the auxiliary\nbattery\nvoltage or the first input voltage is less than or equal to the first\nthreshold.\n3. The charging system of claim 2, wherein the first threshold is about 12\nvolts.\n- 17 -\n4. The charging system of any one of claims 1 to 3, wherein the converter\nis configured to receive\nelectrical\npower from the diode network and to supply\na\nregulated output power to the auxiliary\nbattery\n.\n5. The charging system of any one of claims 1 to 4, wherein the controller\nis configured to activate the converter when the second input voltage is above\na\nsecond threshold, and to deactivate the converter when the second input\nvoltage is\nless than or equal to the second threshold.\n6. The charging system of claim 5, wherein the second threshold is about\n12.5 volts.\n7. The charging system of any one of claims 1 to 6, wherein the diode\nnetwork is configured to provide a unidirectional\nelectrical\nconnection\nbetween the\nplurality of auxiliary power sources and the converter, and to prevent flow of\nelectrical\npower from one of the plurality of auxiliary power sources to\nanother one of\nthe plurality of auxiliary power sources.\n8. The charging system of any one of claim 1 to 7, wherein the diode\nnetwork comprises a plurality of diodes coupled to the plurality of auxiliary\npower\nsources at corresponding anodes and coupled to the converter at corresponding\ncathodes.\n9. The charging system of any one of claims 1 to 8, wherein the plurality\nof\nauxiliary power sources comprises at least one of a J560 connection from the\ntractor,\na refrigerator, a solar panel, and a generator.\n- 18 -\n10. The charging system of any one of claims 1 to 9, wherein the converter\nis a buck-boost DC-to-DC convertor.\n11. The charging system of any one of claims 1 to 10, wherein the auxiliary\nbattery\nis in the trailer and is configured to power a liftgate motor of the\ntrailer.\n12. A charging system configured to charge an auxiliary\nbattery\nof a\nvehicle\ncomprising a tractor and a trailer, the charging system comprising:\na switch configured to\nelectrically\ncouple an\nelectrical\nsystem of the tractor\nto\nthe auxiliary\nbattery\n;\na converter configured to receive\nelectrical\npower from a plurality of\nauxiliary\npower sources and to supply a regulated output power to the auxiliary\nbattery\n;\na controller configured to monitor a first input voltage at an input of the\nswitch,\na second input voltage at an input of the converter, and an auxiliary\nbattery\nvoltage,\nand to control states of the switch and the converter based on the monitored\nfirst and\nsecond input voltages and the auxiliary\nbattery\nvoltage.\n13. The charging system of claim 12, wherein the controller is configured\nto;\nactivate the switch when the first input voltage is greater than the auxiliary\nbattery\nvoltage and the first input voltage is greater than a first threshold,\nand to\ndeactivate the switch when the first input voltage is less than the auxiliary\nbattery\nvoltage or the first input voltage is less than or equal to the first\nthreshold.\n- 19 -\n14. The charging system of claim 12 or 13, wherein the controller is\nconfigured to activate the converter when the second input voltage is above a\nsecond\nthreshold, and to deactivate the converter when the second input voltage is\nless than\nor equal to the second threshold.\n15. The charging system of claim 12, 13 or 14 further comprising a diode\nnetwork configured to provide a unidirectional\nelectrical\nconnection between\nthe\nplurality of auxiliary power sources and the converter, and to prevent flow of\nelectrical\npower from one of the plurality of auxiliary power sources to another one of\nthe\nplurality of auxiliary power sources.\n16. The charging system of claim 15, wherein the diode network comprises\na plurality of diodes coupled to the plurality of auxiliary power sources at\ncorresponding anodes and coupled to the converter at corresponding cathodes.\n17. A method of charging an auxiliary\nbattery\nof a\nvehicle\ncomprising a\ntractor and a trailer, an\nelectrical\nsystem of the trailer comprising a\nconverter coupled\nto the auxiliary\nbattery\n, a switch coupled between an\nelectrical\nsystem of the\ntractor\nand the auxiliary\nbattery\n, a diode network coupled between a plurality of\nauxiliary\npower sources and the converter, and a controller, the method comprising:\nmonitoring, by the controller, a first input voltage at an input of the\nswitch, a\nsecond input voltage at an output of the diode network, and an auxiliary\nbattery\nvoltage;\nactivating, by the controller, the switch when the first input voltage is\ngreater\nthan the auxiliary\nbattery\nvoltage and the first input voltage is greater than\na first\nthreshold; and\n- 20 -\ndeactivating, by the controller, the switch when the first input voltage is\nless\nthan the auxiliary\nbattery\nvoltage or the first input voltage is less than or\nequal to the\nfirst threshold.\n18. The method of claim 17, further comprising:\nactivating, by the controller, the converter when the second input voltage is\nabove a second threshold; and\ndeactivating, by the controller, the converter when the second input voltage\nis\nless than or equal to the second threshold.\n19. The method of claim 18,\nwherein the first threshold is about 12 volts, and\nwherein the second threshold is about 12.5 volts.\n20. The method of claim 17, 18 or 19 further comprising deactivating, by\nthe controller, the switch prior to monitoring the first input voltage, the\nsecond input\nvoltage, and the auxiliary\nbattery\nvoltage.\n- 21 - | 14/836,925 | United States of America | 2015-08-26 | Un système de charge configuré pour charger une batterie auxiliaire dun véhicule comprenant un tracteur, une remorque et un convertisseur couplé à la batterie auxiliaire est décrit. Le système de charge comprend un commutateur configuré pour coupler électriquement un système électrique du tracteur à la batterie auxiliaire, un réseau de diodes configuré pour recevoir une alimentation électrique dune pluralité de sources dalimentation auxiliaires et fournir de lénergie au convertisseur, et un dispositif de commande configuré pour surveiller une première tension dentrée à une entrée du commutateur, une seconde tension dentrée à une sortie du réseau de diodes et une tension de batterie auxiliaire, et pour commander des états du commutateur et du convertisseur en fonction de la première et de la seconde tension dentrée surveillées et de la tension de la batterie auxiliaire. | True |
| 415 | Patent 2738567 Summary - Canadian Patents Database | CA 2738567 | NaN | POWER INTERCHANGE SYSTEM FOR INTERCHANGINGELECTRICENERGY BETWEEN ABATTERYAND ANELECTRICGRID, METHOD FOR INTERCHANGINGELECTRICENERGY BETWEEN ABATTERYAND ANELECTRICGRID AND APPLICATION OF THE POWER INTERCHANGE SYSTEM | SYSTEME D'ECHANGE DE PUISSANCE POUR ECHANGER DE L'ENERGIE ELECTRIQUE ENTRE UNE BATTERIE ET UN RESEAU ELECTRIQUE, PROCEDE D'ECHANGE D'ENERGIE ELECTRIQUE ENTRE UNE BATTERIE ET UN RESEAU ELECTRIQUE ET UTILISATION DU SYSTEME D'ECHANGE DE PUISSANCE | NaN | THISTED, JAN | 2018-05-22 | 2011-04-29 | SMART & BIGGAR LP | English | SIEMENS GAMESA RENEWABLE ENERGY A/S | 14\nCLAIMS:\n1. A power interchange system for interchanging\nelectric\nenergy between a\nbattery\nand an\nelectric\ngrid, the interchange\nsystem comprising:\na rectifier unit for selectively converting alternating\ncurrent of the\nelectric\ngrid into direct current for charging the\nbattery\n, or discharging the\nbattery\nto supply\nelectrical\npower from\nthe\nbattery\nto the\nelectric\ngrid;\na grid measurement device for measuring an\nelectric\nparameter of the\nelectric\ngrid;\na\nbattery\nmeasurement device connected between the rectifier\nunit and the\nbattery\n; and\na controller unit for controlling charging and\ndischarging of the\nbattery\nbased on the\nelectric\nparameter of the\nelectric\ngrid and an output from the\nbattery\nmeasurement device, to\nprovide\nelectric\ngrid disturbance response and protection of the\nbattery\n.\n2. The power interchange system according to claim 1,\nwherein the\nelectric\nparameter of the\nelectric\ngrid is selected\nfrom the group consisting of current, voltage and frequency of\nthe\nelectric\ngrid.\n3. The power interchange system according to claim 1,\nwherein the controller unit is configured such that a predefined\ndirect current for charging or discharging the\nbattery\nis\nprovided based on the\nelectric\nparameter.\n4. The power interchange system according to claim 1,\nwherein the controller unit is configured such that a local power\n15\ngrid disturbance within the\nelectric\ngrid is detected and power\ngrid support is provided.\n5. The power interchange system according to claim 1,\nwherein the controller unit is configured such that a local power\ngrid disturbance within the\nelectric\ngrid is detected or power\ngrid support is provided.\n6. The power interchange system according to claim 1,\nfurther comprising a main current circuit, which is selected from\nthe group consisting of a single phase circuit, a two phase\ncircuit and a three phase circuit.\n7. The power interchange system according to claim 1,\nfurther comprising an inverter unit for converting direct current\nof the\nbattery\ninto alternating current for supplying the\nelectric\ngrid with the alternating current.\n8. The power interchange system according to claim 1,\nwherein the grid measurement device and the controller unit are\nphysically separated from the\nelectric\ngrid and from the\nbattery\n.\n9. The power interchange system according to claim 1,\nwherein the grid measurement device or the controller unit are\nphysically separated from the\nelectric\ngrid or from the\nbattery\n.\n10. The power interchange system according to claim 1,\nwherein the power interchange system is monitored and controlled\nfrom a remote location.\n11. The power interchange system according to claim 1,\nwherein the power interchange system is monitored or controlled\nfrom a remote location.\n16\n12. The power interchange system according to claim 1,\nwherein the\nbattery\nis selected from the group consisting of\nbattery\nfor a\nvehicle\n, flow\nbattery\nand electrochemical\nbattery\n.\n13. A power interchange system for interchanging\nelectric\nenergy\nbetween a\nbattery\nand an\nelectric\ngrid, the interchange system\ncomprising:\na rectifier unit for converting alternating current of the\nelectric\ngrid into direct current for charging the\nbattery\n;\na grid measurement device for measuring an\nelectric\nparameter of the\nelectric\ngrid;\na controller unit for adjusting the direct current for\ncharging the\nbattery\nas a function of the\nelectric\nparameter of\nthe\nelectric\ngrid, and\na grid response controller which calculates active and/or\nreactive current or power reference set points during dips in the\nelectric\ngrid voltage,\nwherein the set points are calculated as a function of a\npredefined look up table for the relation between the\nelectric\ngrid voltage and the active and/or reactive current or a power\nflow between the rectifier unit and the\nelectric\ngrid when the\nelectric\ngrid voltage dips below a predetermined threshold level,\nwherein the set points are used to maintain operation of a\nbattery\ncharging unit in an inverter mode as a generating unit\nduring the\nelectric\ngrid voltage dips,\nwherein the power interchange system is monitored and\ncontrolled from a remote location, and\nwherein inputs from a\nbattery\ncharging/discharging\ncontroller, the grid response controller, and a data\ncommunication link are processed in an order of priority by the\ncontroller unit in order to provide\nelectric\ngrid disturbance\nresponse as requested by the grid response controller, to provide\n17\nprotection of the\nbattery\nas requested by the\nbattery\ncharging/discharging controller, and to control the\nbattery\ncharging/discharging.\n14. The power interchange system according to claim 13, wherein\nthe\nelectric\nparameter of the\nelectric\ngrid is selected from the\ngroup consisting of current, voltage and frequency of the\nelectric\ngrid.\n15. The power interchange system according to claim 13, wherein\nthe controller unit is configured such that a predefined direct\ncurrent tor charging or discharging the\nbattery\nis provided as a\nfunction of the\nelectric\nparameter.\n16. The power interchange system according to claim 13, wherein\nthe controller unit is configured such that a local power grid\ndisturbance within the\nelectric\ngrid is detected and power grid\nsupport is provided.\n17. The power interchange system according to claim 13, wherein\nthe controller unit is configured such that a local power grid\ndisturbance within the\nelectric\ngrid is detected or power grid\nsupport is provided.\n18. The power interchange system according to claim 13, further\ncomprising a main current circuit, which is selected from the\ngroup consisting of a single phase circuit, a two phase circuit\nand a three phase circuit.\n19. The power interchange system according to claim 13, further\ncomprising an inverter unit for converting direct current of the\n18\nbattery\ninto alternating current for supplying the .\nelectric\ngrid\nwith the alternating current.\n20. The power interchange system according to claim 13, wherein\nthe grid measurement device and the controller unit are\nphysically separated from the\nelectric\ngrid and from the\nbattery\n.\n21. The power interchange system according to claim 13, wherein\nthe grid measurement device or the controller unit are physically\nseparated from the\nelectric\ngrid or from the\nbattery\n.\n22. The power interchange system according to claim 13, wherein\nthe power interchange system is monitored or controlled from a\nremote location.\n23. The power interchange system according to claim 13, wherein\nthe\nbattery\nis selected from the group consisting of\nbattery\nfor\na\nvehicle\n, flow\nbattery\nand electrochemical\nbattery\n.\n24. An arrangement of at least two power interchange systems,\nwherein each one of the two power interchange systems\ncomprises:\na rectifier unit for converting alternating current of\nthe\nelectric\ngrid into direct current for charging the\nbattery\n,\na grid measurement device for measuring an\nelectric\nparameter of the\nelectric\ngrid,\na controller unit for adjusting the direct current for\nthe charging the\nbattery\nas a function of the\nelectric\nparameter of the\nelectric\ngrid, and\na grid response controller which calculates active\n19\nand/or reactive current or power reference set points during\ndips in the\nelectric\ngrid voltage,\nwherein the power interchange systems can be operated\nin parallel,\nwherein the set points are calculated as a function of\na predefined look up table for the relation between the\nelectric\ngrid voltage and the active and/or reactive current\nor a power flow between the rectifier unit and the\nelectric\ngrid when the\nelectric\ngrid voltage dips below a\npredetermined threshold level,\nwherein the set points are used to maintain operation of a\nbattery\ncharging unit in an inverter mode as a generating unit\nduring the\nelectric\ngrid voltage dips,\nwherein the power interchange systems are monitored and\ncontrolled from a remote location, and\nwherein inputs from a\nbattery\ncharging/discharging\ncontroller, the grid response controller, and a data\ncommunication link are processed in an order of priority by the\ncontroller unit in order to provide\nelectric\ngrid disturbance\nresponse as requested by the grid response controller, to provide\nprotection of the\nbattery\nas requested by the\nbattery\ncharging/discharging controller, and to control the\nbattery\ncharging/discharging.\n25. The arrangement according to claim 24, wherein the\nelectric\nparameter of the\nelectric\ngrid is selected from the group\nconsisting of current, voltage and frequency of the\nelectric\ngrid.\n26. The arrangement according to claim 24, wherein the\ncontroller unit is configured such that a predefined direct\n20\ncurrent for charging or discharging the\nbattery\nis provided as a\nfunction of the\nelectric\nparameter.\n27. The arrangement according to claim 24, wherein the\ncontroller unit is configured such that a local power grid\ndisturbance within the\nelectric\ngrid is detected and power grid\nsupport is provided.\n28. The arrangement according to claim 24, wherein the\ncontroller unit is configured such that a local power grid\ndisturbance within the\nelectric\ngrid is detected or power grid\nsupport is provided.\n29. A method for interchanging\nelectric\nenergy between a\nbattery\nand an\nelectric\ngrid by operating a power interchange system, the\nmethod comprising:\nproviding the power interchange system, the\nbattery\nand an\nelectric\ngrid, wherein the\nbattery\nand the\nelectric\ngrid are\ninterconnected such that\nelectric\nenergy is Interchanged between\nthe\nbattery\nand the\nelectric\ngrid;\nmeasuring an\nelectric\nparameter of the\nelectric\ngrid using a\ngrid measurement device of the power interchange system;\nadjusting direct current for charging the\nbattery\nas a\nfunction of the\nelectric\nparameter of the\nelectric\ngrid using a\ncontroller unit of the power interchange system,\nconverting alternating current of the\nelectric\ngrid into the\ndirect current for charging the\nbattery\nusing a rectifier unit of\nthe power interchange system,\ncharging the\nbattery\nusing the direct current, and\ncalculating active and/or reactive current or power\nreference set points during dips in the\nelectric\ngrid voltage\n21\nbelow a predetermined threshold level,\nwherein the set points are calculated as a function of a\npredefined look up table for the relation between the\nelectric\ngrid voltage and the active and/or reactive current or a power\nflow between the rectifier unit and the\nelectric\ngrid when the\nelectric\ngrid voltage dips below the predetermined threshold\nlevel,\nusing the set points to maintain operation of a\nbattery\ncharging unit in an inverter mode as a generating unit during the\nelectric\ngrid voltage dips,\nwherein the power interchange system is monitored and\ncontrolled from a remote location, and\nprocessing inputs from a\nbattery\ncharging/discharging\ncontroller, the grid response controller, and a data\ncommunication link in an order of priority by the controller unit\nin order to provide\nelectric\ngrid disturbance response as\nrequested by the grid response controller, to provide protection\nof the\nbattery\nas requested by the\nbattery\ncharging/discharging\ncontroller, and to control the\nbattery\ncharging/discharging.\n30. The method according to claim 29, wherein the measuring, the\nadjusting, the converting and/or the charging are executed\nsimultaneously.\n31. The method according to claim 29, wherein the\nbattery\nis\nselected from the group consisting of\nbattery\nfor a\nvehicle\n, flow\nbattery\nand electrochemical\nbattery\n. | 10161747 | European Patent Office (EPO) | 2010-05-03 | Un système déchange dalimentation servant à léchange dénergie électrique entre une batterie et un réseau électrique est présenté. Le système déchange dalimentation comprend un module redresseur servant à convertir le courant alternatif du réseau électrique en courant continu servant à charger la batterie; un dispositif de mesure du réseau servant à mesurer un paramètre électrique du réseau électrique et un module de contrôle servant à ajuster le courant direct en vue de charger la batterie, en fonction du paramètre électrique du réseau électrique. De plus, une méthode déchange dénergie électrique entre une batterie et un réseau électrique est présentée. | True |
| 416 | Patent 2750947 Summary - Canadian Patents Database | CA 2750947 | NaN | ENERGY-EFFICIENT CONTROLLING OF AIR CONDITIONING SYSTEM | CONTROLE EFFICACE DE L'ENERGIE D'UN SYSTEME DE CONDITIONNEMENT DE L'AIR | NaN | SCHOLL, KAY-ULRICH | 2013-08-13 | 2011-08-29 | OYEN WIGGS GREEN & MUTALA LLP | English | HARMAN BECKER AUTOMOTIVE SYSTEMS GMBH | -16-\nCLAIMS\n1. An air conditioning system of an at least partly\nelectrically\ndriven\nvehicle\n, the system comprising:\n- an air conditioning module (10) controlling a temperature inside the\nvehicle\n,\n- an air conditioning controller (11) controlling an operation of the air\nconditioning module,\n- a detector (13) configured to detect when a\nvehicle\nbattery\n(12) that is\nused for driving the\nvehicle\nis being charged by supplied energy,\nwherein when the detector (13) detects that the\nvehicle\nbattery\n(12) is\nbeing charged, the air conditioning controller uses the supplied energy\ndirectly to drive the air conditioning module,\nwherein the air conditioning controller (11) is configured to use route\ninformation provided by a navigation module (15) in order to determine\nwhen and how the air conditioning module will be operated during\ndriving as an operation schedule.\n2. The air conditioning system according to claim 1, further comprising a\ndatabase containing a timetable (14) in which information is provided\non when the\nvehicle\nwill be used next, wherein the detector (13) is\nfurther configured to detect if a\nvehicle\nengine is running or not,\nwherein when the detector (13) detects that the\nvehicle\nengine is not\nrunning, the air conditioning controller (11) uses the supplied energy\nto drive the air conditioning module in dependence on the fact of when\nthe\nvehicle\nwill be used next.\n-17-\n3. The air conditioning system according to claim 1 or 2, wherein the air\nconditioning controller (11) is configured to calculate a temperature\nprofile along the route of a first temperature inside the\nvehicle\nbased\non the operation schedule.\n4. The air conditioning system according to any one of claims 1 to 3,\nwherein a motor of the\nvehicle\nis used as a generator to supply energy\nwhen no acceleration of the\nvehicle\nis required.\n5. The air conditioning system according to claim 4, wherein the\ngenerator is configured to transform kinetic energy of the\nvehicle\ninto\nsupplied energy during braking or free-wheeling of the\nvehicle\n.\n6. The air conditioning system according to claim 3, wherein the air\nconditioning controller is configured to determine the operation\nschedule such that the first temperature remains within a target\ntemperature range.\n7. The air conditioning system according to claim 6, wherein the air\nconditioning controller is configured to only drive the air conditioning\nmodule using energy withdrawn from the\nvehicle\nbattery\nif the first\ntemperature is not within the target temperature range.\n8. The air conditioning system according to any one of claims 1 to 7,\nwherein the air conditioning controller is configured to minimize the\nenergy withdrawn from the\nbattery\nto drive the air conditioning\nmodule.\n9. The air conditioning system according to claim 4 or 5, wherein the air\nconditioning controller is configured to determine the operation\n-18-\nschedule in such a way that it only uses the supplied energy from the\ngenerator to drive the air conditioning module.\n10. The air conditioning system according to any one of claims 1 to 9,\nwherein the operation schedule contains information on a temparture\nof the air which is cooled by the air conditioning module and on the\namount of air per time which is cooled by the air conditioning module.\n11. The air conditioning system according to any one of claims 1 to 10,\nwherein the air conditioning controller (11) is configured to only\noperate the air conditioning module (10) when the detector (13) detects\nthat energy is supplied to the\nbattery\n.\n12. A method for operating an air conditioning module provided in an at\nleast partly\nelectrically\ndriven\nvehicle\nand used for controlling a\ntemperature inside the\nvehicle\n, the method comprising the steps of:\n- detecting a charging of a\nvehicle\nbattery\n(12) by supplied energy, the\nbattery\nbeing used to drive the\nvehicle\n, wherein when it is detected\nthat the\nvehicle\nbattery\nis being charged, the supplied energy is used\ndirectly to drive the air conditioning module, and\n- using route information provided by a navigation module (15) in\norder to determine when and how the air conditioning module will be\noperated during driving in the form of an operation schedule.\n13. The method according to claim 12, further comprising the step of\ndetecting whether a\nvehicle\nengine is running or not, wherein when it\nis detected that the\nvehicle\nengine is not running, information is\nretrieved from a timetable (14) allowing a determination of when the\nvehicle\nwill be used next, wherein the supplied energy is used to drive\nthe air conditioning module (11) in dependence on the retrieved\ninformation.\n-19-\n14. The method according to claim 13, wherein when the retrieved\ninformation allows a determination that the\nvehicle\nwill be started\nwithin a predetermined time period the air conditioning module (10)\nwill be started.\n15. The method according to any one of claims 12 to 14, further\ncomprising the step of calculating a temperature profile of a first\ntemperature inside the\nvehicle\nbased on the operation schedule.\n16. The method according to any one of claims 12 to 15, wherein energy is\nsupplied to the\nbattery\nduring braking or free-wheeling of the\nvehicle\n.\n17. The method according to claim 16, wherein the operation schedule is\ndetermined in such a way that it only uses the supplied energy during\nbraking or free-wheeling of the\nvehicle\nto drive the air conditioning\nmodule.\n18. The method according to claim 15, wherein the operation schedule is\ndetermined such that the first temperature remains within a target\ntemperature range.\n19. The method according to claim 18, wherein the air conditioning\nmodule is only driven using energy withdrawn from the\nvehicle\nbattery\nif the first temperature is not within the target temperature range.\n20. The method according to any one of claims 12 to 19, wherein the\noperation schedule is determined such that the energy withdrawn from\nthe\nbattery\nto drive the air conditioning module is minimized.\n-20-\n21. The method according to any one of claims 12 to 20, wherein the air\nconditioning module (10) will only be operated when energy is supplied\nto the\nbattery\n. | 10 186 408.0 | European Patent Office (EPO) | 2010-10-04 | L'invention se rapporte à un système de climatisation d'un véhicule au moins partiellement entraîné électriquement. Le système comprend : un module de climatisation (10) qui contrôle la température à l'intérieur du véhicule, un contrôleur de climatisation (11) qui contrôle le fonctionnement du module de climatisation, et un détecteur (13) configuré pour détecter que la batterie utilisée pour entraîner le véhicule (12) est chargée par l'énergie fournie. Lorsque le détecteur (13) détecte que la batterie du véhicule (12) est en cours de chargement, le contrôleur de climatisation utilise l'énergie fournie directement pour l'entraînement du module de climatisation. | True |
| 417 | Patent 2990774 Summary - Canadian Patents Database | CA 2990774 | NaN | POWER GENERATION CONTROL DEVICE FOR A HYBRIDVEHICLE | DISPOSITIF DE CONTROLE DE GENERATION DE PUISSANCE DESTINE A UN VEHICULE HYBRIDE | NaN | TOYOTA, RYOHEY, KOGA, MASATO | 2018-06-05 | 2015-06-24 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | 39\nThe embodiments of the invention in which an exclusive property or privilege\nis\nclaimed are defined as follows:\n[Claim 1]\nA power generation control device for a hybrid\nvehicle\ncomprising:\na first\nelectric\nmotor that is mechanically coupled to a drive wheel and that\nis mainly\nused for travel driving;\na second\nelectric\nmotor that is mechanically coupled to an internal combustion\nengine; and\na\nbattery\nthat is\nelectrically\ncoupled to the first\nelectric\nmotor and the\nsecond\nelectric\nmotor;\nthe power generation control device comprising:\na power generation Controller that carries out series power generation in\nwhich\nelectric\npower is generated by the second\nelectric\nmotor by receiving driving\nforce from the\ninternal combustion engine while traveling by using the first\nelectric\nmotor\nas a drive source,\nand that carries out idle power generation in which\nelectric\npower is\ngenerated by at least one\nof the first\nelectric\nmotor and the second\nelectric\nmotor by receiving driving\nforce from the\ninternal combustion engine while the\nvehicle\nis stopped;\nwherein the power generation controller makes a series power generation start\nthreshold of a charge capacity of the\nbattery\nat which the series power\ngeneration is started\nand an idle power generation start threshold of the charge capacity of the\nbattery\nat which the\nidle power generation is started to the same value, and the same value is a\nvalue that\nmaintains the charge capacity of the\nbattery\nwithin a range in which it is not\nnecessary to\nlimit the output of the first\nelectric\nmotor during traveling.\n[Claim 2]\nThe power generation control device as recited claim 1, wherein:\nthe power generation controller makes an internal combustion engine rotational\nspeed\nduring generating power by the idle power generation to be lower than the\ninternal\n40\ncombustion engine rotational speed during generating power by the series power\ngeneration;\nand\nwhen the series power generation start threshold is made the same value as the\nidle\npower generation start threshold, the power generation controller makes the\nidle power\ngeneration start threshold the same value as the series power generation start\nthreshold on a\nhigher value side of the two threshold values, and sets the internal\ncombustion engine\nrotational speed during the idle power generation when the idle power\ngeneration start\nthreshold is made the same value as the series power generation start\nthreshold to be lower\nthan the internal combustion engine rotational speed during the idle power\ngeneration when\nthe idle power generation start threshold is not made the same value as the\nseries power\ngeneration start threshold.\n[Claim 3]\nThe power generation control device as recited claim 1, wherein:\nwhen the series power generation start threshold is made the same value as the\nidle\npower generation start threshold, the power generation controller makes the\nseries power\ngeneration start threshold the same value as the idle power generation start\nthreshold on a\nlower value side of the two threshold values.\n[Claim 4]\nThe power generation control device as recited claim 2 or 3, wherein:\na system configuration of a drive system having a drive from a power source to\nthe\ndriving wheel is provided with a power split mechanism that is capable of mode\ntransition\nbetween a series HEV mode for carrying out the series power generation, and a\nparallel HEV\nmode in which traveling is carried out using the first\nelectric\nmotor and the\ninternal\ncombustion engine as drive sources; and\nthe power generation controller executes the series power generation by the\nseries\nHEV mode when in a low\nvehicle\nspeed traveling scenario, and the charge\ncapacity of the\n41\nbattery\nis below the power generation start threshold such that the series\npower generation\nstart threshold and the idle power generation start threshold are made to be\nthe same value.\n[Claim 5]\nThe power generation control device as recited claim 4, wherein:\nthe system configuration having the power split mechanism does not have a\nstarting\nelement that absorbs differential rotation, and an EV start is carried out\nusing the first\nelectric\nmotor as the drive source during starting; and\nthe power generation controller executes the series power generation by the\nseries\nHEV mode when in a limited traveling scenario in a low\nvehicle\nspeed range\nwherein the\nseries HEV mode is allocated on a map indicating a switching region of the\ngear shift pattern\nthat is selected during traveling and the mode cannot transition to the\nparallel HEV mode on\nthe map, and the charge capacity of the\nbattery\nis below the power generation\nstart threshold\nsuch that the series power generation start threshold and the idle power\ngeneration start\nthreshold are made the same value. | NaN | NaN | NaN | La présente invention aborde le problème visant à empêcher l'inconfort d'un occupant pendant un voyage dans un véhicule qui s'arrête et démarre de façon répétée. Un véhicule hybride est équipé d'un premier moteur-générateur (MG1) raccordé mécaniquement aux roues motrices (19), d'un second moteur-générateur (MG2) raccordé mécaniquement à un moteur à combustion interne (ICE pour Internal Combustion Engine) et d'une batterie haute tension (3) raccordée électriquement aux deux moteurs-générateurs (MG1, MG2). Le véhicule hybride est pourvu d'un module de commande hybride (21) qui effectue : une production d'énergie en série dans laquelle le second moteur-générateur (MG2) produit de l'énergie à l'aide du moteur à combustion interne (ICE) pendant que le véhicule se déplace avec le premier moteur-générateur (MG1) en tant que source d'entraînement ; et une production d'énergie au ralenti dans laquelle le second moteur-générateur (MG2) produit de l'énergie à l'aide du moteur à combustion interne (ICE) pendant que le véhicule est arrêté. Le module (21) détermine un seuil de début de production d'énergie en série (SOC1) pour l'état de charge (SOC pour State Of Charge) de la batterie pour commencer la production d'énergie en série et un seuil de début de production d'énergie au ralenti (SOC3) pour l'état de charge (SOC) de la batterie pour commencer la production d'énergie au repos, au même premier seuil de début de production d'énergie commun (SOC1). | True |
| 418 | Patent 3162747 Summary - Canadian Patents Database | CA 3162747 | NaN | METHOD FOR DETERMINING A STATE VALUE OF A TRACTIONBATTERY | PROCEDE POUR DETERMINER UNE VALEUR D'ETAT D'UNE BATTERIE DE TRACTION | NaN | RICHTER, ANDREAS, HAUSSLER, CHRISTOPH, VON GRABE, KIM, MAURER, HANS-JURGEN, TILGNER, SIMON | 2023-04-11 | 2020-11-03 | BRION RAFFOUL | English | DEKRA SE | 41\nAttorney Ref: 1644P001CA01\nWe claim:\n1. A method for determining a state value of a traction\nbattery\nof an\nelectric\nvehicle\n, which characterises the ageing state of the traction\nbattery\n,\nwherein the method comprises:\n- in a first step, loading the traction\nbattery\nby means of a test load;\n- in a second step, acquiring, at at least one point in time, a\nrespective output voltage and load current value pair of the traction\nbattery\n;\n- in a third step, establishing an ohmic internal resistance of the\ntraction\nbattery\nthe basis of the acquired output voltage and load\ncurrent value pair;\n- in a fourth step, establishing the state value of the traction\nbattery\non the basis of the established ohmic internal resistance;\n- in a fifth step, establishing at least one normalisation variable which\ncharacterises the traction\nbattery\n, on the basis of the established\nohmic internal resistance and the at least one normalisation\nvariable;\n- in a sixth step, establishing a normalised intemal resistance based\non a reference value of the normalisation variable; and\n- in a seventh step, establishing the state value of the traction\nbattery\non the basis of the normalised internal resistance,\nwherein\n- in the first step, the test load includes a step change of a load\ncurrent of the traction\nbattery\nor a ramped profile of the load current\nof the traction\nbattery\n,\n- in the second step, a measurement sequen of output voltage and\nload current value pairs is acquired starting with the connection of\nthe test load, wherein the measurement sequence comprises a\nDate Recue/Date Received 2022-10-12\n42\nAttorney Ref: 1644P001CA01\nplurality of output voltage and load current value pairs acquired at a\nsuccession of points in time, and\n- in the third step, parameters of a compensation function, which\nmodels a profile of the measurement sequence, are established for\nthe determination of the ohmic internal resistance of the traction\nbattery\nby means of a mathematical adjustment calculus, wherein\nan optimisation calculation of the compensation function maximizes\na coefficient of determination R2, which describes a goodness of fit\nof the adjustment calculus.\n2. The method according to claim 1, wherein the ageing state of the traction\nbattery\nis a State-of-Health value (SoH-value) of the traction\nbattery\n.\n3. The method according to claim 1, wherein the load current is generated\nduring an evaluation run of the\nelectric\nvehicle\n, wherein the test load is\nformed by a unit of the\nelectric\nvehicle\n.\n4. The method according to claim 3, wherein the unit of the\nelectric\nvehicle\nis\na drive motor of the\nelectric\nvehicle\n.\n5. The method according to claim 1, wherein a first normalisation variable is\na temperature of the traction\nbattery\nduring acquisition of the output\nvoltage and load current values, and in that the reference value of the first\nnormalisation variable is a reference temperature.\n6. The method according to claim 5, wherein a second normalisation variable\ncharacterises a type of traction\nbattery\n, and the reference value of the\nsecond normalisation variable is a normalisation factor which relates\ndifferent types of traction\nbatteries\nto one another, wherein the\nnormalisation factor is specified on the basis of at least one\nbattery\ntype\nparameter.\nDate Recue/Date Received 2022-10-12\n43\nAttorney Ref: 1644P001CA01\n7. The method according to claim 1, wherein the state value is established\non the basis of the normalised internal resistance using a mathematical\nmodel or a table, the table being a lookup table or a performance map.\n8. Method according to claim 7, wherein parameters or values which describe\nthe mathematical model or the table are retrieved from a database.\n9. The method according to claim 1, wherein a first normalisation variable is\na temperature of the traction\nbattery\nduring acquisition of the output\nvoltage and load current values, and the reference value of the first\nnormalisation variable is a reference temperature, wherein the\ntemperature of the traction\nbattery\nis established in that, in a first\nmeasurement step, a first ambient temperature and a first ohmic internal\nresistance of the traction\nbattery\nare established at a first point in time,\nin\na second measurement step after a predetermined period of time has\nelapsed, a second ambient temperature and a second ohmic internal\nresistance of the traction\nbattery\nis established at a second point in time\nand in that, on the basis of the difference of the first and second ohmic\ninternal resistance and the specified period of time, a rate of change in\nohmic internal resistance is established, in that, on the basis of the rate of\nchange in ohmic internal resistance, a differential temperature between\nthe ambient temperature and the temperature of the traction\nbattery\nis\nestablished, and in that the temperature of the traction\nbattery\nis\nestablished by addition of a reference ambient temperature established\nfrom the first and/or second ambient temperature and the established\ndifferential temperature.\n10. The method according to claim 9, wherein the predetermined period of\ntime is between 5 and 15 minutes.\nDate Recue/Date Received 2022-10-12\n44\nAttorney Ref: 1644P001CA01\n11. The method according to one of claims 9 or 10, wherein the state value of\nthe traction\nbattery\nis established on the basis of the second ohmic internal\nresistance.\n12. The method according to claim 1, wherein at least one output voltage and\nload current reference value pair is additionally acquired before the test\nload is connected, on the basis of which an open-circuit voltage and a\nclosed-circuit current are established, in that the ohmic internal resistance\nfor a respective value pair of the measurement sequence is established\nas the quotient of the difference of the acquired output voltage and the\nopen-circuit voltage and the difference of the acquired load current and the\nclosed-circuit current, in that parameters of a logarithmic function, which\nmodels the profile of the measurement sequence, are established for the\nmeasurement sequence by means of a mathematical adjustment calculus,\nand in that, on the basis of the logarithmic function, the ohmic internal\nresistance is established at a desired point in time.\n13. The method according to claim 12, wherein the desired point in time is a\ntime of the step change in current or at a corresponding frequency.\n14. The method according to claim 12, wherein the logarithmic function is\ndetermined by the equation\nR(t) = a = 144 t +\n. -offset) b,\nwherein ti is the time elapsed since the load was connected, Ri(td is an\ninterpolated ohmic internal resistance at time t, toffset is the time between\nthe actual activation time and the estimated activation time, and a and b\nare parameters.\n15. The method according to claim 1, wherein an expected load current is\npredetermined by the test load, and by the output voltage of the traction\nDate Recue/Date Received 2022-10-12\n45\nAttorney Ref: 1644P001CA01\nbattery\n, wherein those value pairs in which a difference between the\nexpected load current and the acquired load current exceeds a\npredetermined tolerance value are not taken into account for establishing\nthe ohmic internal resistance of the traction\nbattery\n.\n16. The method according to claim 15, wherein the test load is established by\nan ohmic resistance of the test load.\n17. The method according to claim 1, wherein the at least one output voltage\nand load current value pair of the traction\nbattery\nis acquired in a plurality\nof passes, wherein in each pass the test load is connected and removed\nagain at the end of the pass, wherein at least at one point in time of a pass\na respective value pair is acquired and a respective ohmic internal\nresistance of the traction\nbattery\nis established on the basis of the acquired\nvalue pair, and wherein an average value for the ohmic internal resistance\nis established from respective ohmic internal resistances established in\nthe plurality of passes, wherein the state value of the traction\nbattery\nis\nestablished on the basis of the average of the ohmic internal resistance.\n18. The method according to claim 1, wherein establishing the ohmic internal\nresistance of the traction\nbattery\nfurther comprises at least one of the\nfollowing sub-steps:\n- in the second step, as a first sub-step, defining for at least one value\nof a value pair, a respective valid measurement range, wherein a\nvalue pair is not taken into account if one or both values are outside\nthe respective measurement range,\n- in the second step, as a second sub-step, acquiring the\nmeasurement sequence of output voltage and load current value\npairs, wherein the test load is connected throughout the duration of\nthe measurement sequence, wherein the measurement sequence\ncomprises a plurality of output voltage and load current value pairs\nDate Recue/Date Received 2022-10-12\n46\nAttorney Ref: 1644P001CA01\nacquired at a succession of points in time, wherein a value pair is\nnot taken into account if one or both values of this pair are equal to\nthe corresponding value of at least one value pair acquired at a\nprevious point in time,\n- in the second step, as a third sub-step, acquiring the measurement\nsequence of output voltage and load current value pairs, wherein\nthe test load is connected throughout the duration of the\nmeasurement sequence, wherein the measurement sequence\ncomprises a plurality of output voltage and load current value pairs\nacquired at a succession of points in time, wherein the\nmeasurement sequence is subjected to low-pass filtering,\n- in the second step, as a fourth sub-step, acquiring the\nmeasurement sequence of output voltage and load current value\npairs, wherein the test load is connected throughout the duration of\nthe measurement sequence, wherein the measurement sequence\ncomprises a plurality of output voltage and load current value pairs\nacquired at a succession of points in time, wherein a moving\naverage value of the ohmic internal resistance is established from\nthe output voltage and load current value pairs of the measurement\nsequence, and\n- in the third step, as a first sub-step, establishing the ohmic internal\nresistance from the respective output voltage and load current\nvalue pairs on the basis of a mathematical adjustment calculus.\n19.The method according to claim 18, wherein, in the second step as a first\nsub-step, additionally the measurement range is defined on the basis of\nan absolute value or a rate of change of at least one of said values.\n20. The method according to claim 18, wherein in the second step as a fourth\nsub-step additionally the moving average value of the ohmic internal\nresistance is established from the output voltage and load current value\nDate Recue/Date Received 2022-10-12\n47\nAttorney Ref: 1644P001CA01\npairs of the measurement sequence, whereby the respective ohmic\ninternal resistance for two respective value pairs acquired in immediate\nsuccession is established from the difference of the two output voltages\ndivided by the difference of the two load currents and the moving average\nof the ohmic internal resistance is formed by the average of the respective\nohmic resistances established in this manner.\n21. The method according to claim 18, wherein, in the third step as a t'irst\nsub-\nstep, additionally the mathematical adjustment calculus is based on a least\nsquare fit method.\n22. Diagnostics device for determining a state value of a traction\nbattery\nof\nan\nelectric\nvehicle\n, wherein the diagnostics device has an evaluation unit\nwhich is directly or indirectly couplable to the traction\nbattery\nand is set\nup\nto carry out the method according to claim 1.\nDate Recue/Date Received 2022-10-12 | 10 2019 131 283.3 | Germany | 2019-11-20 | Il est décrit une méthode servant à déterminer une valeur d'état d'une batterie de traction d'un véhicule électrique. La méthode en question comprend le chargement ou le déchargement de la batterie de traction selon une tension de sortie et une valeur du courant de charge respectives de la batterie de traction, et ce, de sorte qu'une résistance interne ohmique de la batterie de traction soit établie et que la valeur de l'état de la batterie de traction soit établie en fonction de la résistance interne ohmique déterminée. On propose de déterminer au moins une variable de normalisation et de déterminer au moins une résistance interne normalisée en fonction de la résistance interne ohmique déterminée et de la variable de normalisation, laquelle résistance interne normalisée sert de fondement pour la détermination de la valeur d'état de la batterie de traction. Il est également décrit un dispositif de diagnostic servant à déterminer une valeur d'état de la batterie de traction. | True |
| 419 | Patent 2234727 Summary - Canadian Patents Database | CA 2234727 | NaN | BATTERYHEATING DEVICE AND METHOD | RECHAUFFEUR DE BATTERIES D'ACCUMULATEURS ET PROCEDE CORRESPONDANT | NaN | MALECEK, EDWARD L. | 2002-09-10 | 1996-10-08 | SIM & MCBURNEY | English | ARCTIC FOX, LLC | -15-\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN\nEXCLUSIVE PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED\nAS FOLLOWS:\n1. A\nbattery\nheating device for delivering thermal energy to at least one\nvehicle\nbattery\n, the\nbattery\nheating device comprising in combination:\nbattery\nsupport structure for supporting the at least one\nbattery\n;\nheatable fluid accommodation means, thermally coupled with the at least\none\nbattery\n, for accommodating heatable fluid in a region of thermal\nconductivity with the at least one\nbattery\nsuch that thermal energy is\ntransferred\nfrom the heatable fluid to the at least one\nbattery\nto heat the at least one\nbattery\n;\nand\nelectric\nheating means, thermally coupled with the at least one\nbattery\n,\nfor generating thermal energy in a region of thermal conductivity with the at\nleast one\nbattery\nsuch that thermal energy is transferred from the\nelectric\nheating means to the at least one\nbattery\nto heat the at least one\nbattery\n;\nwherein the\nbattery\nsupport structure comprises\nbattery\nsupport means,\ncoupled with the heatable fluid accommodation means and the\nelectric\nheating\nmeans, for supporting the at least one\nbattery\nin a predetermined location,\nthe\nbattery\nsupport means being thermally conductive to transfer thermal energy\nfrom the heatable fluid accommodation means and the\nelectric\nheating means to\nthe at least one\nbattery\n;\nwherein the\nbattery\nsupport means comprises a plate having upper and\nlower surfaces;\nwherein the upper surface of the\nbattery\nsupport means plate is\nconstructed to support the at least one\nbattery\n; and\nwherein the lower surface of the\nbattery\nsupport means plate supports\nthe heatable fluid accommodation means and the\nelectric\nheating means.\n-16-\n2. The\nbattery\nheating device of claim 1, further comprising thermally\nconductive adhesive means for securing the heatable fluid accommodation\nmeans to the\nbattery\nsupport means.\n3. The\nbattery\nheating device of claim 2, wherein the adhesive means\ncomprises an epoxy resin continuously applied between the heatable fluid\naccommodation means and the\nbattery\nsupport means to conduct thermal\nenergy between the heatable fluid accommodation means and the\nbattery\nsupport means.\n4. The\nbattery\nheating device of claim 1, wherein the\nelectric\nheating\nmeans comprises a heat-generating pad secured to the\nbattery\nsupport means.\n5. The\nbattery\nheating device of claim 1, further comprising phase-\nchange material accommodation means, thermally coupled with the at least one\nbattery\n, for accommodating a phase-change material such that thermal energy is\ntransferred from the phase-change material to the at least one\nbattery\nas the\nphase-change material changes from liquid form to solid form.\n6. The\nbattery\nheating device of claim 1, wherein the heatable fluid\ncomprises engine coolant.\n7. A\nbattery\nheating device for delivering thermal energy to at least one\nvehicle\nbattery\n, the\nbattery\nheating device comprising:\na\nbattery\nsupport plate for supporting the at least one\nbattery\n;\na heatable fluid accommodating device thermally coupled with the at\nleast one\nbattery\nvia the\nbattery\nsupport plate to accommodate heatable fluid\nin\na region of thermal conductivity with the at least one\nbattery\n, thermal energy\n-17-\nbeing transferred from the heatable fluid to the at least one\nbattery\nvia the\nbattery\nsupport plate to heat the at least one\nbattery\n; and\nan\nelectric\nheating device thermally coupled with the at least one\nbattery\nvia the\nbattery\nsupport plate to generate thermal energy in a region of\nthermal\nconductivity with the at least one\nbattery\n, thermal energy being transferred\nfrom\nthe\nelectric\nheating device to the at least one\nbattery\nvia the\nbattery\nsupport\nplate to heat the at least one\nbattery\n.\n8. The\nbattery\nheating device of claim 7, wherein the heatable fluid\naccommodating device comprises a fluid-accommodating tube secured to a\nsurface of the\nbattery\nsupport plate to transfer thermal energy to the at\nleast one\nbattery\nvia the\nbattery\nsupport plate.\n9. The\nbattery\nheating device of claim 8, wherein the fluid-\naccommodating tube is bent to form at least one loop.\n10. The\nbattery\nheating device of claim 9, wherein the\nelectric\nheating\ndevice comprises a heat-generating pad secured to the\nbattery\nsupport plate\nwithin the at least one loop of the fluid-accommodating tube.\n11. The\nbattery\nheating device of claim 9, wherein the at least one loop\nof the fluid-accommodating tube comprises at least two legs, the\nbattery\nheating\ndevice further comprising at least one cross-brace secured between the at\nleast\ntwo legs, the fluid-accommodating tube being secured to the\nbattery\nsupport\nplate at least in part by securing elements extending through the at least one\ncross-brace into the\nbattery\nsupport plate.\n-18-\n12. The\nbattery\nheating device of claim 8, further comprising a\nthermally conductive adhesive continuously disposed between the fluid-\naccommodating tube and the\nbattery\nsupport plate, thermal energy being\ntransferred from the heatable fluid to the at least one\nbattery\nvia the fluid-\naccommodating tube, the thermally conductive adhesive, and the\nbattery\nsupport plate.\n13. The\nbattery\nheating device of claim 7, further comprising a phase-\nchange material accommodation device thermally coupled with the at least one\nbattery\nto accommodate a phase-change material, thermal energy being\ntransferred from the phase-change material to the at least one\nbattery\nas the\nphase change material changes from liquid form to solid form.\n14. The\nbattery\nheating device of claim 7, in further combination with:\na heatable fluid delivery system coupled with the heatable fluid\naccommodating device to selectively deliver a continuous flow of heatable\nfluid\nto the heatable fluid accommodating device; and\na fluid bypass thermostat coupled with the heatable fluid delivery\nsystem, the fluid bypass thermostat comprising a temperature detection device\nin thermal communication with the at least one\nbattery\nto detect a temperature\nassociated with the at least one\nbattery\n, the temperature detection device\nactivating the fluid bypass thermostat to stop flow of the heatable fluid to\nthe\nheatable fluid accommodating device by the heatable fluid delivery system\nwhen the temperature detected by the temperature detection device exceeds a\npredetermined value.\n15. The\nbattery\nheating device of claim 7, further comprising at least\none support device secured to a bottom surface of the\nbattery\nsupport plate,\nthe\n-19-\nat least one support device having a height dimension that is greater than a\nheight dimension of the heatable fluid accommodating device to prevent\ncontact of the heatable fluid accommodating device with any underlying\nstructure.\n16. The\nbattery\nheating device of claim 7, wherein the\nbattery\nheating\ndevice comprises weight-bearing structure to bear the weight of the at least\none\nbattery\n, the weight-bearing structure comprising the\nbattery\nsupport plate,\nfurther wherein the weight-bearing structure bears the weight of the at least\none\nbattery\nindependently of the heatable fluid accommodation means.\n17. A method of delivering thermal energy to at least one\nvehicle\nbattery\n, the method comprising:\n(a) supporting the at least one\nbattery\nwith a\nbattery\nsupport plate;\n(b) transferring thermal energy to the at least one\nbattery\nfrom heatable\nfluid in a region of thermal conductivity with the at least one\nbattery\nvia a\nheatable fluid accommodating device, a thermally conductive adhesive securing\nthe heatable fluid accommodating device to the\nbattery\nsupport plate; and\n(c) transferring thermal energy to the at least one\nbattery\nfrom an\nelectric\nheating device secured to the\nbattery\nsupport plate in a region of\nthermal conductivity with the at least one\nbattery\n.\n18. The method of claim 17, wherein the step (b) comprises transferring\nthermal energy to the\nbattery\nsupport plate from the heatable fluid\naccommodating device via an adhesive comprising an epoxy resin. | 08/542,640 | United States of America | 1995-10-13 | La présente invention concerne un réchauffeur de batteries d'accumulateurs apportant de l'énergie thermique à au moins une batterie d'accumulateurs de véhicule. Ce réchauffeur est constitué: d'un plateau support de batterie supportant la batterie; d'un tube à fluide réchauffable fixé en dessous du plateau support de batterie et permettant de transférer à la batterie l'énergie thermique d'un fluide réchauffable tel que le liquide de refroidissement du moteur; et d'un ou plusieurs éléments chauffants électriques fixés au plateau support de batterie de façon à transférer l'énergie thermique à la batterie. Le tube de fluide réchauffable est de préférence fixé au plateau support de batterie au moyen d'un matériau adhésif thermoconducteur réparti de façon continue et destiné à accroître le transfert thermique depuis la batterie, via le plateau support de batterie. Ce tube de fluide réchauffable est construit et disposé de façon à ne pas constituer un élément supportant une masse, et ce, afin de réduire la probabilité de fuite de liquide de refroidissement du moteur. | True |
| 420 | Patent 2134612 Summary - Canadian Patents Database | CA 2134612 | NaN | DRIVING SOURCE IN HYBRID TYPE | SOURCE D'ENTRAINEMENT DE TYPE HYBRIDE | NaN | AZUMA, RYUJI, HARA, TAKESHI, KATO, KENJI | 2003-12-30 | 1994-10-28 | SMART & BIGGAR | English | KABUSHIKIKAISYA EQUOS RESEARCH, AISIN AW CO., LTD. | 25\nCLAIMS:\n1. A hybrid type power source for an\nelectric\nvehicle\n,\ncomprising:\na rechargeable\nbattery\nfor supplying\nelectric\npower\nto drive an\nelectric\nmotor;\na fuel cell for generating\nelectric\npower to charge\nsaid\nbattery\n;\nbattery\nresidual charge detection means for detecting\nthe residual charge contained in said\nbattery\n; and\nfuel cell output control means for defining a\nplurality of different ranges of residual\nbattery\ncharge, for\ndetermining which one range of the plurality of ranges\nencompasses the detected residual charge and for commanding the\nfuel cell to charge the\nbattery\nat one of a plurality of\ndifferent power levels corresponding, respectively, to the\nplurality of different ranges of residual\nbattery\ncharge, each\nof said power levels serving to charge the\nbattery\n, which one\npower level remains constant so long as the detected residual\ncharge remains within said one range.\n2. A hybrid type power source according to claim 1,\nwherein said plurality of different power levels are defined on\nthe basis of a predetermined correlation between power output\nand efficiency of said fuel cell in converting fuel to\nelectric\npower for driving the\nelectric\nmotor.\n3. A hybrid type power source according to claim 1,\nfurther comprising:\nelectric\npower detection means for detecting the\namount of\nelectric\npower demanded for driving the\nvehicle\n;\n26\nfuel cell output detection means for detecting\nelectric\npower generated by said fuel cell; and\nwherein said\nbattery\nresidual charge detection means\ndetermines the\nbattery\nresidual charge as a function of the\nelectric\npower detected by said\nelectric\npower detection means\nand the\nelectric\npower detected by said fuel cell output\ndetection means.\n4. A hybrid type power source according to claim 1\nfurther comprising:\napproval means for operating said\nelectric\nmotor by\npermitting flow of current to said\nelectric\nmotor;\napproval state detection means for detecting\noperation of the\nelectric\nmotor; and\nwherein said fuel cell output control means commands\nthe fuel cell to charge the\nbattery\nat said one power level,\nwhen a signal from said approval state detection means\nindicates that the\nelectric\nmotor is inoperative.\n5. A hybrid type power source according to claim 4,\nwherein said approval means includes on-off means for\nconnecting and disconnecting said\nelectric\nmotor to and from\nsaid\nbattery\nand a switch for operating said on-off means.\n6. A hybrid type power source according to claim 4,\nfurther comprising\nelectric\npower detection means for detecting\nelectric\npower demanded for driving the\nelectric\nmotor and fuel\ncell output detection means for detecting\nelectric\npower\ngenerated by said fuel cell, and wherein said\nbattery\nresidual\ncharge detection means detects the\nbattery\nresidual charge as a\nfunction of both the demanded\nelectric\npower detected by said\n27\nelectric\npower detection means and the generated\nelectric\npower\ndetected by said fuel cell output detection means.\n7. A hybrid type power source according to claim 4,\nfurther comprising\nelectric\npower detection means for detecting\nelectric\npower demanded for driving the\nelectric\nmotor and fuel\ncell output detection means for detecting\nelectric\npower\ngenerated by said fuel cell, and wherein said\nbattery\nresidual\ncharge detection means detects the\nbattery\nresidual charge as a\nfunction of both the demanded\nelectric\npower detected by said\nelectric\npower detection means and the generated\nelectric\npower\ndetected by said fuel cell output detection means.\n8. A hybrid type power source according to claim 1,\nfurther comprising:\ncharge time input means for setting and inputting a\ncharging time for the\nbattery\nby output of said fuel cell;\nmotor operation detection means for detection of an\noperative state or an inoperative state of the\nelectric\nmotor;\nand\nwherein said fuel cell output control means\ndetermines a command signal to said fuel cell in accordance\nwith a targeted, fixed residual charge of the\nbattery\n, the\ndetected\nbattery\nresidual charge and the charge time input from\nsaid charge time input means, provided the inoperative state of\nthe\nelectric\nmotor is detected.\n9. A hybrid type power source according to claim 4,\nwherein said\nbattery\nresidual charge detection means detects a\nrate of change of the\nbattery\nresidual charge, and wherein said\n28\nfuel cell output control means determines the command to said\nfuel cell in accordance with the detected rate of change. | 06-53327 | Japan | 1994-02-24 | Un système de commande d'une source d'énergie de type hybride commande la sortie d'une pile à combustible, indépendamment de l'actionnement de la pédale d'accélérateur du véhicule, en réaction à la quantité détectée de charge résiduelle de la batterie, laquelle quantité fluctue au fur et à mesure de déplacement du véhicule. Par exemple, la sortie du système à pile à combustible 3 peut être de 3 kW lorsque la charge résiduelle va de 70 % à 90 %, de 5 kW lorsque la charge résiduelle va de 70 % à 60 % et de 10 kW lorsque la charge résiduelle est inférieure à 60 %. En conséquence, le système à pile à combustible 3 peut générer de l'énergie avec un rendement allant de 30 % à 33 % et peut charger la batterie 1 efficacement. En raison du fait que la sortie de la pile à combustible est fixe pour chacune des plages relativement larges de charge résiduelle de la batterie, toute fatigue thermique de la pile à combustible est empêchée en raison d'une petite fluctuation de sortie. Lorsque le moteur électrique est activé en continu, la pile à combustible charge la batterie de manière continue pour maintenir un état de charge complète, éventuellement avec une certaine tolérance pour les fluctuations de celle-ci. Lorsqu'un moment de charge fixe a été décidé manuellement, la sortie de la pile à combustible est choisie pour charger complètement (90 %) la batterie au cours du moment sélectionné. | True |
| 421 | Patent 3162747 Summary - Canadian Patents Database | CA 3162747 | NaN | METHOD FOR DETERMINING A STATE VALUE OF A TRACTIONBATTERY | PROCEDE POUR DETERMINER UNE VALEUR D'ETAT D'UNE BATTERIE DE TRACTION | NaN | RICHTER, ANDREAS, HAUSSLER, CHRISTOPH, VON GRABE, KIM, MAURER, HANS-JURGEN, TILGNER, SIMON | 2023-04-11 | 2020-11-03 | BRION RAFFOUL | English | DEKRA SE | 41\nAttorney Ref: 1644P001CA01\nWe claim:\n1. A method for determining a state value of a traction\nbattery\nof an\nelectric\nvehicle\n, which characterises the ageing state of the traction\nbattery\n,\nwherein the method comprises:\n- in a first step, loading the traction\nbattery\nby means of a test load;\n- in a second step, acquiring, at at least one point in time, a\nrespective output voltage and load current value pair of the traction\nbattery\n;\n- in a third step, establishing an ohmic internal resistance of the\ntraction\nbattery\nthe basis of the acquired output voltage and load\ncurrent value pair;\n- in a fourth step, establishing the state value of the traction\nbattery\non the basis of the established ohmic internal resistance;\n- in a fifth step, establishing at least one normalisation variable which\ncharacterises the traction\nbattery\n, on the basis of the established\nohmic internal resistance and the at least one normalisation\nvariable;\n- in a sixth step, establishing a normalised intemal resistance based\non a reference value of the normalisation variable; and\n- in a seventh step, establishing the state value of the traction\nbattery\non the basis of the normalised internal resistance,\nwherein\n- in the first step, the test load includes a step change of a load\ncurrent of the traction\nbattery\nor a ramped profile of the load current\nof the traction\nbattery\n,\n- in the second step, a measurement sequen of output voltage and\nload current value pairs is acquired starting with the connection of\nthe test load, wherein the measurement sequence comprises a\nDate Recue/Date Received 2022-10-12\n42\nAttorney Ref: 1644P001CA01\nplurality of output voltage and load current value pairs acquired at a\nsuccession of points in time, and\n- in the third step, parameters of a compensation function, which\nmodels a profile of the measurement sequence, are established for\nthe determination of the ohmic internal resistance of the traction\nbattery\nby means of a mathematical adjustment calculus, wherein\nan optimisation calculation of the compensation function maximizes\na coefficient of determination R2, which describes a goodness of fit\nof the adjustment calculus.\n2. The method according to claim 1, wherein the ageing state of the traction\nbattery\nis a State-of-Health value (SoH-value) of the traction\nbattery\n.\n3. The method according to claim 1, wherein the load current is generated\nduring an evaluation run of the\nelectric\nvehicle\n, wherein the test load is\nformed by a unit of the\nelectric\nvehicle\n.\n4. The method according to claim 3, wherein the unit of the\nelectric\nvehicle\nis\na drive motor of the\nelectric\nvehicle\n.\n5. The method according to claim 1, wherein a first normalisation variable is\na temperature of the traction\nbattery\nduring acquisition of the output\nvoltage and load current values, and in that the reference value of the first\nnormalisation variable is a reference temperature.\n6. The method according to claim 5, wherein a second normalisation variable\ncharacterises a type of traction\nbattery\n, and the reference value of the\nsecond normalisation variable is a normalisation factor which relates\ndifferent types of traction\nbatteries\nto one another, wherein the\nnormalisation factor is specified on the basis of at least one\nbattery\ntype\nparameter.\nDate Recue/Date Received 2022-10-12\n43\nAttorney Ref: 1644P001CA01\n7. The method according to claim 1, wherein the state value is established\non the basis of the normalised internal resistance using a mathematical\nmodel or a table, the table being a lookup table or a performance map.\n8. Method according to claim 7, wherein parameters or values which describe\nthe mathematical model or the table are retrieved from a database.\n9. The method according to claim 1, wherein a first normalisation variable is\na temperature of the traction\nbattery\nduring acquisition of the output\nvoltage and load current values, and the reference value of the first\nnormalisation variable is a reference temperature, wherein the\ntemperature of the traction\nbattery\nis established in that, in a first\nmeasurement step, a first ambient temperature and a first ohmic internal\nresistance of the traction\nbattery\nare established at a first point in time,\nin\na second measurement step after a predetermined period of time has\nelapsed, a second ambient temperature and a second ohmic internal\nresistance of the traction\nbattery\nis established at a second point in time\nand in that, on the basis of the difference of the first and second ohmic\ninternal resistance and the specified period of time, a rate of change in\nohmic internal resistance is established, in that, on the basis of the rate of\nchange in ohmic internal resistance, a differential temperature between\nthe ambient temperature and the temperature of the traction\nbattery\nis\nestablished, and in that the temperature of the traction\nbattery\nis\nestablished by addition of a reference ambient temperature established\nfrom the first and/or second ambient temperature and the established\ndifferential temperature.\n10. The method according to claim 9, wherein the predetermined period of\ntime is between 5 and 15 minutes.\nDate Recue/Date Received 2022-10-12\n44\nAttorney Ref: 1644P001CA01\n11. The method according to one of claims 9 or 10, wherein the state value of\nthe traction\nbattery\nis established on the basis of the second ohmic internal\nresistance.\n12. The method according to claim 1, wherein at least one output voltage and\nload current reference value pair is additionally acquired before the test\nload is connected, on the basis of which an open-circuit voltage and a\nclosed-circuit current are established, in that the ohmic internal resistance\nfor a respective value pair of the measurement sequence is established\nas the quotient of the difference of the acquired output voltage and the\nopen-circuit voltage and the difference of the acquired load current and the\nclosed-circuit current, in that parameters of a logarithmic function, which\nmodels the profile of the measurement sequence, are established for the\nmeasurement sequence by means of a mathematical adjustment calculus,\nand in that, on the basis of the logarithmic function, the ohmic internal\nresistance is established at a desired point in time.\n13. The method according to claim 12, wherein the desired point in time is a\ntime of the step change in current or at a corresponding frequency.\n14. The method according to claim 12, wherein the logarithmic function is\ndetermined by the equation\nR(t) = a = 144 t +\n. -offset) b,\nwherein ti is the time elapsed since the load was connected, Ri(td is an\ninterpolated ohmic internal resistance at time t, toffset is the time between\nthe actual activation time and the estimated activation time, and a and b\nare parameters.\n15. The method according to claim 1, wherein an expected load current is\npredetermined by the test load, and by the output voltage of the traction\nDate Recue/Date Received 2022-10-12\n45\nAttorney Ref: 1644P001CA01\nbattery\n, wherein those value pairs in which a difference between the\nexpected load current and the acquired load current exceeds a\npredetermined tolerance value are not taken into account for establishing\nthe ohmic internal resistance of the traction\nbattery\n.\n16. The method according to claim 15, wherein the test load is established by\nan ohmic resistance of the test load.\n17. The method according to claim 1, wherein the at least one output voltage\nand load current value pair of the traction\nbattery\nis acquired in a plurality\nof passes, wherein in each pass the test load is connected and removed\nagain at the end of the pass, wherein at least at one point in time of a pass\na respective value pair is acquired and a respective ohmic internal\nresistance of the traction\nbattery\nis established on the basis of the acquired\nvalue pair, and wherein an average value for the ohmic internal resistance\nis established from respective ohmic internal resistances established in\nthe plurality of passes, wherein the state value of the traction\nbattery\nis\nestablished on the basis of the average of the ohmic internal resistance.\n18. The method according to claim 1, wherein establishing the ohmic internal\nresistance of the traction\nbattery\nfurther comprises at least one of the\nfollowing sub-steps:\n- in the second step, as a first sub-step, defining for at least one value\nof a value pair, a respective valid measurement range, wherein a\nvalue pair is not taken into account if one or both values are outside\nthe respective measurement range,\n- in the second step, as a second sub-step, acquiring the\nmeasurement sequence of output voltage and load current value\npairs, wherein the test load is connected throughout the duration of\nthe measurement sequence, wherein the measurement sequence\ncomprises a plurality of output voltage and load current value pairs\nDate Recue/Date Received 2022-10-12\n46\nAttorney Ref: 1644P001CA01\nacquired at a succession of points in time, wherein a value pair is\nnot taken into account if one or both values of this pair are equal to\nthe corresponding value of at least one value pair acquired at a\nprevious point in time,\n- in the second step, as a third sub-step, acquiring the measurement\nsequence of output voltage and load current value pairs, wherein\nthe test load is connected throughout the duration of the\nmeasurement sequence, wherein the measurement sequence\ncomprises a plurality of output voltage and load current value pairs\nacquired at a succession of points in time, wherein the\nmeasurement sequence is subjected to low-pass filtering,\n- in the second step, as a fourth sub-step, acquiring the\nmeasurement sequence of output voltage and load current value\npairs, wherein the test load is connected throughout the duration of\nthe measurement sequence, wherein the measurement sequence\ncomprises a plurality of output voltage and load current value pairs\nacquired at a succession of points in time, wherein a moving\naverage value of the ohmic internal resistance is established from\nthe output voltage and load current value pairs of the measurement\nsequence, and\n- in the third step, as a first sub-step, establishing the ohmic internal\nresistance from the respective output voltage and load current\nvalue pairs on the basis of a mathematical adjustment calculus.\n19.The method according to claim 18, wherein, in the second step as a first\nsub-step, additionally the measurement range is defined on the basis of\nan absolute value or a rate of change of at least one of said values.\n20. The method according to claim 18, wherein in the second step as a fourth\nsub-step additionally the moving average value of the ohmic internal\nresistance is established from the output voltage and load current value\nDate Recue/Date Received 2022-10-12\n47\nAttorney Ref: 1644P001CA01\npairs of the measurement sequence, whereby the respective ohmic\ninternal resistance for two respective value pairs acquired in immediate\nsuccession is established from the difference of the two output voltages\ndivided by the difference of the two load currents and the moving average\nof the ohmic internal resistance is formed by the average of the respective\nohmic resistances established in this manner.\n21. The method according to claim 18, wherein, in the third step as a t'irst\nsub-\nstep, additionally the mathematical adjustment calculus is based on a least\nsquare fit method.\n22. Diagnostics device for determining a state value of a traction\nbattery\nof\nan\nelectric\nvehicle\n, wherein the diagnostics device has an evaluation unit\nwhich is directly or indirectly couplable to the traction\nbattery\nand is set\nup\nto carry out the method according to claim 1.\nDate Recue/Date Received 2022-10-12 | 10 2019 131 283.3 | Germany | 2019-11-20 | Il est décrit une méthode servant à déterminer une valeur d'état d'une batterie de traction d'un véhicule électrique. La méthode en question comprend le chargement ou le déchargement de la batterie de traction selon une tension de sortie et une valeur du courant de charge respectives de la batterie de traction, et ce, de sorte qu'une résistance interne ohmique de la batterie de traction soit établie et que la valeur de l'état de la batterie de traction soit établie en fonction de la résistance interne ohmique déterminée. On propose de déterminer au moins une variable de normalisation et de déterminer au moins une résistance interne normalisée en fonction de la résistance interne ohmique déterminée et de la variable de normalisation, laquelle résistance interne normalisée sert de fondement pour la détermination de la valeur d'état de la batterie de traction. Il est également décrit un dispositif de diagnostic servant à déterminer une valeur d'état de la batterie de traction. | True |
| 422 | Patent 3211372 Summary - Canadian Patents Database | CA 3211372 | NaN | SAMPLING STRUCTURE,BATTERYPACK, ANDELECTRICVEHICLE | STRUCTURE D'ECHANTILLONNAGE, BLOC-BATTERIE ET VEHICULE ELECTRIQUE | NaN | GAO, JIAN, PENG, QINGBO, E, CONGJI, XIONG, BOJUN, JIANG, YONGJUN | NaN | 2022-03-30 | CPST INTELLECTUAL PROPERTY INC. | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A sampling structure (10), wherein the sampling structure (10) comprises a\nbattery\ninformation collector (101), a plurality of fuses (102), and a plurality of\ncollection lines (103);\nfirst ends (1031) of the collection lines (103) are configured to be connected\nwith\ncorresponding\nbatteries\n(20); connection terminals (104) are arranged on\nsecond ends (1032) of\nthe collection lines (103);\na plurality of pads (105) are arranged on the\nbattery\ninformation collector\n(101);\nfirst ends of the fuses (102) are welded to the corresponding connection\nterminals (104); and\nsecond ends of the fuses (102) are welded to the corresponding pads (105).\n2. The sampling structure (10) according to claim 1, wherein the fuses (102)\nare welded to the\nconnection terminals (104) and the pads (105) through bonding; and the fuses\n(102) are\naluminum wires.\n3. The sampling structure (10) according to claim 1 or 2, wherein the fuses\n(102) are arch-\nshaped.\n4. The sampling structure (10) according to any one of claims 1 to 3, wherein\nthe sampling\nstructure (10) further comprises an insulating layer (106) wrapped around the\nplurality of\ncollection lines (103); the insulating layer (106) comprises a first\ninsulating layer (107) and a\nsecond insulating layer (108) arranged on two opposite sides of the plurality\nof collection lines\n17\nCPST Doc 522302.1\nCA 03211372 2023- 9- 7\n(103); a plurality of through holes (109) are provided on the first insulating\nlayer (107); and parts\nof the collection lines (103) exposed from the corresponding through holes\n(109) constitute the\nconnection terminals (104).\n5. The sampling structure (10) according to claim 4, wherein the sampling\nstructure (10)\nfurther comprises a reinforcing plate (110); the reinforcing plate (110) is\nfixed to a side of the\nsecond insulating layer (108) facing away from the first insulating layer\n(107); and projections of\nthe connection terminals (104) on the second insulating layer (108) are\nlocated within a\nprojection range of the reinforcing plate (110) on the second insulating layer\n(108).\n6. The sampling structure (10) according to claim 5, wherein the\nbattery\ninformation collector\n(101) is arranged on a side of the reinforcing plate (110) facing away from\nthe second insulating\nlayer (108); the plurality of pads (105) are arranged on a side of the\nbattery\ninformation collector\n(101) facing the reinforcing plate (110); a plurality of first through holes\n(111) are provided on\nthe sampling structure (10); the pads (105) are exposed from the corresponding\nfirst through\nholes (111); and the second ends of the fuses (102) extend through the\ncorresponding first\nthrough holes (111) and are welded to the corresponding pads (105).\n7. The sampling structure (10) according to claim 5, wherein the\nbattery\ninformation collector\n(101) is arranged on a side of the first insulating layer (107) facing away\nfrom the second\ninsulating layer (108); the plurality of pads (105) are arranged on a side of\nthe\nbattery\n18\nCPST Doc 522302.1\nCA 03211372 2023- 9- 7\ninformation collector (101) facing away from the first insulating layer (107);\na plurality of\nsecond through holes (112) are provided on the\nbattery\ninformation collector\n(101); the\nconnection terminals (104) are exposed from the corresponding second through\nholes (112); and\nthe first ends of the fuses (102) extend through the corresponding second\nthrough holes (112) and\nare welded to the corresponding connection terminals (104).\n8. The sampling structure (10) according to claim 4, wherein the first\ninsulating layer (107), the\nsecond insulating layer (108), and the plurality of collection lines (103) are\nconstructed as a\nflexible flat cable (FFC) or a flexible printed circuit (FPC).\n9. The sampling structure (10) according to claim 4, wherein collection\nterminals (116) are\narranged on the first ends (1031) of the collection lines (103); the\ncollection lines (103) are\nconnected with the corresponding\nbatteries\n(20) through the corresponding\ncollection terminals\n(116);\nparts of the collection lines (103) extend out of the insulating layer (106)\nto form the\ncollection terminals (116), or parts of the collection lines (103) are exposed\nfrom the insulating\nlayer (106) and are welded to the collection terminals (116);\nthe collection lines (103) are metal conductors; and the collection terminals\n(116) are metal\nsheets.\n10. The sampling structure (10) according to any one of claims 1 to 9, wherein\nthe plurality of\n19\nCPST Doc 522302.1\nCA 03211372 2023- 9- 7\nfuses (102) and the plurality of collection lines (103) constitute a sampling\nassembly (119); the\nsampling structure (10) comprises a plurality of sampling assemblies (119);\nthe\nbattery\ninformation collector (101) has a plurality of welding areas (118); the\nplurality of pads (105) are\narranged in the welding areas (118); and the pads (105) in the welding areas\n(118) are welded to\nthe corresponding collection lines (103) through the fuses (102) of the\ncorresponding sampling\nassemblies (119).\n11. The sampling structure (10) according to claim 10, wherein the plurality\nof sampling\nassemblies (119) and the pads (105) in the plurality of welding areas (118)\nare arranged in a\nlength direction of the\nbattery\ninformation collector (101).\n12. A\nbattery\npack (100), wherein the\nbattery\npack (100) comprises a housing\n(30), a\nbattery\nmanagement system (40), a plurality of\nelectrically\nconnected\nbatteries\n(20),\nand the sampling\nstructure (10) according to any one of claims 1 to 11; the sampling structure\n(10) and the\nplurality of\nbatteries\n(20) are arranged within the housing (30); and the\nsampling structure (10) is\nconnected with the\nbattery\nmanagement system (40) and the plurality of\nbatteries\n(20).\n13. An\nelectric\nvehicle\n(1000), wherein the\nelectric\nvehicle\n(1000) comprises\na\nvehicle\nbody\n(200) and the\nbattery\npack (100) according to claim 12; and the\nbattery\npack\n(100) is fixed to the\nvehicle\nbody (200); or the housing (30) of the\nbattery\npack (100) forms a part\nof the\nvehicle\nbody\n(200).\nCPST Doc: 522302.1\nCA 03211372 2023- 9- 7 | 202120653606.0 | China | 2021-03-30 | La présente invention concerne une structure d'échantillonnage, un bloc-batterie et un véhicule électrique. La structure d'échantillonnage comprend un collecteur d'informations de batterie, une pluralité de fusibles et une pluralité de lignes de collecte. Une première extrémité de chaque ligne de collecte est utilisée pour être connectée à une batterie correspondante, et une seconde extrémité de la ligne de collecte comporte une borne de connexion. Une pluralité de plots sont disposés sur le collecteur d'informations de batterie. Une première extrémité de chaque fusible est soudée à la borne de connexion correspondante, et une seconde extrémité du fusible est soudée au plot correspondant. Les lignes de collecte et le collecteur d'informations de batterie de la présente invention sont soudés au moyen des fusibles. Les fusibles ont une fonction de connexion, et ont également une fonction de protection contre les surintensités. | True |
| 423 | Patent 2389892 Summary - Canadian Patents Database | CA 2389892 | NaN | DEVICE OF WINDELECTRICPOWER ON TRANSPORTATIONVEHICLES | DISPOSITIF EOLIEN DE PRODUCTION D'ELECTRICITE SUR DES VEHICULES DE TRANSPORT | NaN | TSENG, DA-CHEN | 2008-03-04 | 2002-06-07 | RICHES, MCKENZIE & HERBERT LLP | English | TSENG, WEI-TI, TSENG, WEI-WEN | We claim:\n1. A device of wind\nelectric\npower on a transportation\nvehicle\ncomprising at\nleast one wind\nelectric\npower-generating unit fixed on an\nelectric\nvehicle\n,\nand an\nair inlet of said wind\nelectric\npower generating unit faces a windward side of\nthe\ntransportation\nvehicle\n; and wherein the air inlet of said wind\nelectric\npower-\ngenerating unit has a pair of air throttles that can be pushed outwards to\nenlarge\nthe cross section area of said air inlet.\n2. A device of claim 1, further comprising at least one rechargeable secondary\nbattery\nis connected to said wind\nelectric\npower-generating unit and fixed the\nelectric\nvehicle\nthereon, and said rechargeable secondary\nbattery\nstores input\nelectricity\ngenerated by said wind\nelectric\npower generating unit.\n3. A device of claim 1, wherein said transportation\nvehicle\nis\nelectric\nvehicle\nand said wind\nelectric\npower-generating unit is fixed on the top of said\nelectric\nvehicle\n.\n4. A device of claim 1, wherein said transportation\nvehicle\nis\nelectric\nvehicle\nand said wind\nelectric\npower-generating unit is fixed on the front top of said\nelectric\nvehicle\n.\n5. A device of claim 1, wherein said transportation\nvehicle\nis a vessel.\n6. A device of claim 5, wherein said wind\nelectric\npower generating unit is\nfixed on the top of the deck of said vessel.\n7. A device of claim 5, wherein said wind\nelectric\npower generating unit is\nfixed on a stern of said vessel.\n8. A device of claim 5, wherein the vessel has two gunwales and said wind\nelectric\npower generating unit is fixed on at least one of the two gunwales of\nsaid\nvessel.\n9. A device of claim 1, wherein said transportation\nvehicle\nis an\nelectric\nbicycle and said wind\nelectric\npower-generating unit is fixed on the front of\nsaid\nelectric\nbicycle.\n10. A device of claim 1, wherein said transportation\nvehicle\nis\nelectric\nmotorcycle and said wind\nelectric\npower-generating unit is fixed on the front\nof\nsaid\nelectric\nmotorcycle.\n11. A device of claim 1, wherein said transportation\nvehicle\nis an airplane.\n12. A device of claim 11, wherein said wind\nelectric\npower-generating unit is\nfixed on the wings of said airplane.\n13. A device of claim 1, wherein the air throttles are controlled by a driving\nunit.\n11 | NaN | NaN | NaN | Un dispositif éolien de production d'électricité sur des véhicules de transport comprenant au moins une unité éolienne de production d'électricité, dont l'entrée d'air est tournée vers le côté exposé au vent du véhicule électrique. L'unité éolienne de production d'électricité est connectée à une batterie rechargeable secondaire dans laquelle est stockée l'électricité d'entrée générée par l'énergie éolienne pour reconstituer l'alimentation du véhicule électrique. L'entrée d'air de l'unité éolienne de production d'électricité a une paire de manettes d'air qui sont commandées par une unité de conduite et peut être poussée vers l'extérieur pour agrandir la surface de la section transversale de ladite entrée d'air pour aider à recueillir un flux d'air lorsque le véhicule est en marche. | True |
| 424 | Patent 3199864 Summary - Canadian Patents Database | CA 3199864 | NaN | BATTERYTRAY,BATTERYPACK, ANDELECTRICVEHICLE | BAC SUPPORT DE BATTERIES, BLOC-BATTERIE ET VEHICULE ELECTRIQUE | NaN | WANG, YONGNAN, CHEN, HUA, ZHENG, WEIXIN, LIAO, ZHENGYUAN | NaN | 2021-05-08 | CPST INTELLECTUAL PROPERTY INC. | English | BYD COMPANY LIMITED | CA Application\nCPST Ref: 40826/00025\nCLAIMS\nWhat is claimed is:\n1. A\nbattery\ntray comprising:\na tray body, wherein the tray body comprises a tray bottom plate and a tray\nside beam located\non the tray bottom plate, and the tray side beam and the tray bottom plate\nenclose to form a\nbattery\naccommodating cavity for accommodating a\nbattery\nmodule or a cell;\na first protection plate, wherein the first protection plate comprises an\nenergy-absorbing plate\nand high-strength plates located on two sides of the energy-absorbing plate,\nthe energy-absorbing\nplate is i n a cellular structure, and the first protection plate is fixed\nonto the tray bottom plate; and\na second protection plate, wherein one side of the second protection plate is\nconnected to the\nfirst protection plate, the other side is connected to the tray body, and a\nwave impedance value of\nthe second protection plate is smaller than a wave impedance value of the high-\nstrength plate.\n2.\nThe\nbattery\ntray according to claim 1, wherein a material of the high-\nstrength plate is PP glass\nfiber, resin glass fiber, or base fabric; and a material of the energy-\nabsorbing plate is PP, PE, or\nmetal.\n3. The\nbattery\ntray according to claim 1, wherein a material of the second\nprotection plate is a\nfoaming material.\n18\nCPST Doc: 495695.1\nCA 03199864 2023- 5- 23\nCA Application\nCPST Ref: 40826/00025\n4. The\nbattery\ntray according to claim 3, wherein the material of the second\nprotection plate is\npolyurethane.\n5. The\nbattery\ntray according to any one of claims 1 to 4, wherein the\nsecond protection plate is\nprovided with a plurality of spaced through holes, a length of each of the\nspaced through holes\nranges from 0 mm to 100 mm, and a distance between two adjacent spaced through\nholes ranges\nfrom 50 mm to 100 mm.\n6. The\nbattery\ntray according to claim 5, wherein the length of each of the\nspaced through holes\nranges from 25 mm to 50 mm.\n7. The\nbattery\ntray according to any one of claims 1 to 6, wherein a side\nof the tray bottom plate\naway from the tray side beam is provided with a bottom plate groove, and the\nsecond protection\nplate is arranged in the bottom plate groove.\n8. The\nbattery\ntray according to claim 7, wherein one side of the second\nprotection plate is\nbonded to within the bottom plate groove of the tray bottom plate, and the\nother side is bonded to\nthe first protection plate; and\nthe first protection plate covers the bottom plate groove and is fixed onto\nthe tray bottom plate.\n19\nCPST Doc: 495695.1\nCA 03199864 2023- 5- 23\nCA Application\nCPST Ref: 40826/00025\n9. A\nbattery\npack, comprising: the\nbattery\ntray according to any one of claims\n1 to 8 and a\nplurality of\nbattery\nmodules or cells, wherein the plurality of\nbattery\nmodules or cells are located\nin the\nbattery\naccommodating cavity.\n10. An\nelectric\nvehicle\n, comprising the\nbattery\npack according to claim 9.\nCPST Doc: 495695.1\nCA 03199864 2023- 5- 23 | 202011346094.X | China | 2020-11-25 | Bac support de batteries (10), bloc-batterie (1) et véhicule électrique. Le bac support de batteries (10) comprend un corps de bac (100), un premier panneau de protection (300) et un second panneau de protection (200). Le premier panneau de protection (300) comprend un panneau d'absorption d'énergie (302) et des panneaux de résistance (301) situés sur deux côtés du panneau d'absorption d'énergie (302). Le panneau d'absorption d'énergie (302) présente une structure en forme de nid d'abeilles. Une valeur d'impédance d'onde du second panneau de protection (200) est inférieure à une valeur d'impédance d'onde des panneaux de résistance (301). | True |
| 425 | Patent 3072566 Summary - Canadian Patents Database | CA 3072566 | NaN | A RECHARGEABLE JUMP STARTING DEVICE HAVING A HIGHLYELECTRICALLYCONDUCTIVE CABLE CONNECTING DEVICE | DISPOSITIF DE DEMARRAGE D'APPOINT RECHARGEABLE AYANT UN DISPOSITIF DE CONNEXION DE CABLE HAUTEMENT ELECTRO-CONDUCTEUR | NaN | NOOK, JONATHAN LEWIS, NOOK, WILLIAM KNIGHT, STANFIELD, JAMES RICHARD, UNDERHILL, DEREK MICHAEL | 2023-04-04 | 2018-05-30 | SMART & BIGGAR LP | English | THE NOCO COMPANY | 86030517\nCLAIMS:\n1. A rechargeable jump starting device for jump starting a\nbattery\nof a\nvehicle\nor other equipment, the device comprising;\na rechargeable\nbattery\nhaving tabs;\na highly\nelectrically\nconductive rigid frame connected to the tabs of the\nrechargeable\nbattery\n;\na positive\nelectrically\nconductive cam-lock cable connecting device\nelectrically\nconnected to the highly\nelectrical\nconductive rigid frame;\na negative\nelectrically\nconductive cam-lock cable connecting device\nelectrically\nconnected to the highly\nelectrical\nconductive rigid frame;\na positive\nbattery\ncable detachably connected to the positive\nelectrically\nconductive cam-lock cable connecting device;\na negative\nbattery\ncable detachably connected to the negative\nelectrically\nconductive cam-lock cable connecting device;\na positive\nbattery\nclamp connected to the positive\nbattery\ncable; and\na negative\nbattery\nclamp connected to the negative\nbattery\ncable,\nwherein the highly\nelectrically\nconductive rigid frame is connected in\ncircuit with the rechargeable\nbattery\nand the\nbattery\nof the\nvehicle\nor other\nequipment\nwhen charging said\nbattery\n.\n2. The device according to claim 1, wherein the positive\nelectrically\nconductive cam-lock cable connecting device and negative\nelectrically\nconductive\ncam-lock cable connecting device each comprise a male cam-lock end and a\nfemale\ncam-lock end, the male cam-lock end being configured to cooperate with the\nfemale\n36\nDate Recue/Date Received 2022-01-31\n86030517\ncam-lock end and the female cam-lock end being configured to tighten when the\nmale cam-lock end is rotated within the female cam-lock end.\n3. The device according to claim 2, wherein the male cam-lock end and\nthe female cam-lock end are made of highly\nelectrically\nconductive material.\n4. The device according to claim 2, wherein each male cam-lock end\ncomprises a pin having a tooth and each female cam-lock end comprises a\nreceptacle provided with a slot, wherein the receptacle of the female cam-lock\nend is\nconfigured to accommodate the pin and tooth of the male cam-lock end.\n5. The device according to claim 4, wherein the receptacle of the female\ncam-lock end is provided with internal threading for cooperating with the\ntooth of the\nmale cam-lock end.\n6. The device according to claim 5, wherein the male cam-lock end\nincludes an end face portion and the female cam-lock end includes an end face\nportion, wherein the end face portions engage each other when the cam-lock\ncable\nconnecting device is fully tightened.\n7. The device according to claim 2, further comprising a rubber molded\ncover fitted over the male cam-lock end and another rubber molded cover fitted\nover\nthe female cam-lock end.\n8. The device according to claim 7, wherein the female cam-lock end is\nprovided with an outer threaded portion and a nut for securing the rubber\nmolded\ncover on the female cam-lock end.\n9. The device according to claim 7, wherein the male cam-lock end is\nprovided with one or more outwardly extending protrusions cooperating with one\nor\nmore inner slots in the rubber molded cover.\n10. The device according to claim 4, wherein the slot is provided with an\ninner surface serving as a stop for the tooth of the pin of the male cam-lock\nend.\n37\nDate Recue/Date Received 2022-01-31\n86030517\n11. The device according to claim 1, wherein the highly\nelectrically\nconductive rigid frame at least partially encloses the rechargeable\nbattery\n.\n12. The device according to claim 1, wherein the highly\nelectrically\nconductive rigid frame fully encloses the rechargeable\nbattery\n.\n13. The device according to claim 1, wherein the rechargeable\nbattery\ncomprises two Li-ion 12V\nbatteries\n, and wherein the highly\nelectrically\nconductive\nrigid frame further comprises an\nelectrical\ncontrol configured to be\nselectively\noperated between a 12V position and 24V position.\n14. The device according to claim 13, wherein the rechargeable jump\nstarting device is configured to provide 12V or 24V jump starting modes.\n15. The device according to claim 1, wherein the highly\nelectrically\nconductive rigid frame comprises multiple highly\nelectrically\nconductive rigid\nframe\nmembers.\n16. The device according to claim 1, wherein the highly\nelectrically\nconductive rigid frame comprises multiple highly\nelectrically\nconductive rigid\nframe\nmembers and one or more\nelectrical\ncomponents.\n17. The device according to claim 1, wherein the highly\nelectrically\nconductive rigid frame comprises multiple highly\nelectrically\nconductive rigid\nframe\nmembers connected together.\n18. The device according to claim 1 wherein the rechargeable\nbattery\ncomprises two 12V\nbatteries\n, and wherein the rechargeable jump starting device\nfurther comprises a control switch configured to be selectively switched\nbetween a\n12V operating mode and a 24V operating mode of the rechargeable jump starting\ndevice.\n38\nDate Recue/Date Received 2022-01-31\n86030517\n19. The device according to claim 1, wherein the highly\nelectrically\nconductive rigid frame is connected to a reverse flow diode assembly which is\nconnected to the positive\nbattery\ncable, and to a smart switch which is\nconnected to\nthe negative\nbattery\ncable.\n39\nDate Recue/Date Received 2022-01-31 | 62/552,065 | United States of America | 2017-08-30 | L'invention concerne un dispositif de démarrage d'appoint de batterie rechargeable ayant des câbles positifs et négatifs amovibles. Le dispositif de démarrage d'appoint de batterie rechargeable, comprenant une batterie rechargeable connectée à un dispositif de connexion de câble positif de type serrure à levier et à un dispositif de connexion de câble négatif de type serrure à levier. Le dispositif de démarrage d'appoint de batterie rechargeable peut comprendre un cadre hautement électro-conducteur connectant la batterie rechargeable aux dispositifs de câble de type serrure à levier. | True |
| 426 | Patent 2982669 Summary - Canadian Patents Database | CA 2982669 | NaN | POWER SUPPLY UNIT, COMBINATION OF A POWER SUPPLY UNIT OF THIS KIND WITH A FURTHER FUNCTIONAL UNIT, AND HEAVY ROADVEHICLE | UNITE D'ALIMENTATION EN ENERGIE, COMBINAISON D'UNE TELLE UNITE D'ALIMENTATION EN ENERGIE AVEC UNE AUTRE UNITE FONCTIONNELLE ET POIDS LOURD | NaN | HAFELE, HORST, PFARR, GABOR | NaN | 2016-04-22 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | GOLDHOFER AG | 13\nClaims\n1 Power supply unit (16) that is designed and intended for supplying at\nleast one\nhydraulic drive motor of a heavy road\nvehicle\n(10; 10') with hydraulic fluid\nvia a drive\nhydraulic line system (50) of the heavy road\nvehicle\n(10; 10'), comprising:\n- a frame (28) having first connection elements (20) that are designed and\nintended to\ncooperate with first mating connection elements (22) of the heavy road\nvehicle\n(10; 10') in\norder to mechanically rigidly connect the power supply unit (16) to the heavy\nroad\nvehicle\n(10; 10') in an operational manner, and having second connection elements (24)\nthat are\ndesigned and intended to cooperate with second mating connection elements (26)\nof a\nfurther functional unit (18; 118) in order to mechanically rigidly connect the\npower supply unit\n(16) to the further functional unit (18; 118) in an operational manner,\n- a hydraulic pump (34) that is fastened to the frame (28), can be driven by\nan associated\nelectric\nmotor (32) and is designed and intended for conveying hydraulic fluid\nto the drive\nhydraulic line system (50) of the heavy road\nvehicle\n(10; 10') during\noperation, and\n- a\nbattery\npack (30) that is fastened to the frame (28) and is designed and\nintended for\nsupplying\nelectrical\ndrive energy to the\nelectric\nmotor (32),\nwherein the hydraulic pump (34) and the\nelectric\nmotor (32) are designed such\nthat the\nhydraulic pump (34) can be operated as a hydraulic motor and the\nelectric\nmotor (32) can be\noperated as an\nelectric\ngenerator.\n2. Power supply unit according to claim 1, characterised in that the\nhydraulic pump (34)\ncomprises a hydraulic connection (35), by means of which said pump can be\nfluidically\nconnected to a hydraulic fluid reservoir (38; 138) arranged on the further\nfunctional unit (18;\n118).\n3. Power supply unit according to either claim 1 or claim 2, characterised\nin that it\nfurther comprises a tank (86) for coolant for cooling the\nelectric\nmotor (32)\nand, if desired, a\ncooler (88) for cooling the coolant for cooling the\nelectric\nmotor (32).\n4. Power supply unit according to any of claims 1 to 3, characterised in\nthat it further\ncomprises a tank (78) for coolant for cooling the\nbattery\npack (30) and, if\ndesired, a cooler\n(80) for cooling the coolant for cooling the\nbattery\npack (30).\n14\n5. Power supply unit according to any of claims 1 to 4, characterised in\nthat it further\ncomprises a second hydraulic pump (90) that can preferably also be driven by\nthe\nelectric\nmotor (32) and that is designed and intended for conveying hydraulic fluid to\na steering\nsystem and/or to a lifting system of the heavy road\nvehicle\n(10; 10').\n6. Power supply unit according to claim 5, characterised in that the second\nhydraulic\npump (90) comprises a hydraulic connection by means of which said pump can be\nfluidically\nconnected to a hydraulic fluid reservoir (38, 138) arranged on the further\nfunctional unit (18;\n118).\n7. Power supply unit according to any of claims 1 to 6, characterised in\nthat it further\ncomprises a compressor (102) that is designed and intended for providing\ncompressed air\nfor a braking system of the heavy road\nvehicle\n(10; 10').\n8 Combination of a power supply unit according to any of claims 1 to 7,\nwith a further\nfunctional unit (18; 118) comprising at least one hydraulic fluid reservoir\n(38; 138).\n9 Combination according to claim 8, characterised in that the further\nfunctional unit (18;\n118) comprises an internal combustion engine (40), for example a diesel motor,\nand a third\nhydraulic pump (54), the internal combustion engine (40) being connected to\nthe third\nhydraulic pump (54) so as to drive said pump, and the third hydraulic pump\n(54) being\ndesigned and intended for conveying hydraulic fluid to the drive hydraulic\nline system (50) of\nthe heavy road\nvehicle\n(10; 10'), and specifically optionally by flowing\nthrough the one\nhydraulic pump (34) that operates as the hydraulic motor.\n10. Combination according to claim 9, characterised in that the power\nsupply unit (16)\ncomprises a controlled valve which, when the\nbattery\npack (30) is fully\ncharged, shuts off the\none hydraulic pump (34) and supplies the hydraulic fluid conveyed by the third\nhydraulic\npump (54) purely to the drive hydraulic line system (50) of the heavy road\nvehicle\n(10; 10').\n11. Combination according to any of claims 8 to 11, characterised in that\nthe further\nfunctional unit (18; 118) comprises a controller (64; 164) and/or a user\ninterface (42; 142).\n12. Heavy road\nvehicle\n(10; 10'), comprising a combination of a power\nsupply unit (16)\nwith a further functional unit (18; 118) according to any of claims 8 to 11.\n15\n13. Heavy road\nvehicle\n(10; 10') according to claim 12, characterised in\nthat the at least\none hydraulic drive motor is a hydrostatic drive motor.\n14. Heavy road\nvehicle\n(10; 10') according to either claim 12 or claim 13,\ncharacterised in\nthat at least one stay that connects the first connection elements (20) of the\npower supply\nunit (16) to the first mating connection elements (22) of the heavy road\nvehicle\n(10; 10')\nand/or that connects the second connection elements (24) of the power supply\nunit (16) to\nthe second mating connection elements (26) of the further functional unit (18;\n118) is\ndesigned so as to be variable in length.\n15. Heavy road\nvehicle\n(10; 10') according to any of claims 12 to 14,\ncharacterised in that\nan upper periphery of the power supply unit (16) and, if desired, also of the\nfurther functional\nunit (18; 118), is arranged no higher than the height (H) of a load receiving\nsurface of the\nheavy road\nvehicle\n(10; 10'). | 10 2015 207 427.7 | Germany | 2015-04-23 | Il est décrit un bloc d'alimentation qui fournit d'un fluide hydraulique aux moteurs à entraînement hydraulique d'un véhicule lourd pour lui permettre de fonctionner grâce à un moteur à combustion interne ou à un moteur électrique. Le bloc d'alimentation comprend un châssis ayant de premiers éléments d'attache servant à établir une liaison fixe sur le plan fonctionnel avec le véhicule lourd et de deuxièmes éléments d'attaches servant à établir une liaison fixe sur le plan fonctionnel avec une autre unité fonctionnelle. Une pompe hydraulique attachée au châssis peut être entraînée par un moteur électrique désigné et fournit du fluide hydraulique pendant le fonctionnement en vue d'entraîner les moteurs à entraînement hydraulique. Un bloc-batterie s'attache au châssis et fournit une force motrice électrique au moteur électrique. La configuration de la pompe hydraulique et du moteur électrique permet à cette première de fonctionner en tant que moteur hydraulique et à ce dernier de fonctionner en tant que génératrice. | True |
| 427 | Patent 2713690 Summary - Canadian Patents Database | CA 2713690 | NaN | IGNITION KEY WITH RECORDED MESSAGE | CLE DE DEMARRAGE AVEC UN MESSAGE ENREGISTRE | NaN | POBUDA, DAVID W., WILLBRANDT, DARWIN TODD | NaN | 2009-01-28 | BORDEN LADNER GERVAIS LLP | English | POBUDA, DAVID W., WILLBRANDT, DARWIN TODD | CLAIMS\nWhat is claimed is:\n1. A motor\nvehicle\nignition key comprising a key portion for coupling with an\nignition switch and a grip portion for grasping by an operator of the motor\nvehicle\n, the\nmotor\nvehicle\nignition key comprising:\na housing associated with the grip portion, and defining at least one chamber\ntherein;\na controller having a processor, memory, and associated operational components\nreceived in the at least one chamber;\na\nbattery\nreceived in the at least one chamber,\nelectrically\ncoupled with the\ncontroller, and supplying the controller with power to operate the controller;\nand\na message generator received in the at least one chamber and\nelectrically\ncoupled\nwith the controller to receive a signal from the controller;\nwherein data can be stored in the memory and processed by the processor into a\nsignal delivered to the message generator to generate a spoken message.\n2. A motor\nvehicle\nignition key according to claim 1 wherein the message\ngenerator\ngenerates the spoken message as the motor\nvehicle\nignition key engages the\nignition\nswitch.\n3. A motor\nvehicle\nignition key according to claim 1 wherein the controller is\none of\na circuit board, a microprocessor, and an integrated circuit.\n4. A motor\nvehicle\nignition key according to claim 1 wherein the memory is one\nof\nread-only memory, random-access memory, and flash memory.\n5. A motor\nvehicle\nignition key according to claim 1 wherein the message\ngenerator\nis one of a speaker and a wireless transmitter.\n-10-\n6. A motor\nvehicle\nignition key according to claim 5, and further comprising a\nswitch associated with the housing and\nelectrically\ncoupled with at least one\nof the\nbattery\nand the controller.\n7. A motor\nvehicle\nignition key according to claim 6 wherein activation of the\nswitch initiates the processing of the data by the processor and the delivery\nof the signal\nto one of the speaker and the transmitter.\n8. A motor\nvehicle\nignition key according to claim 6 wherein the switch is\nassociated with the grip portion so that, when the operator of the motor\nvehicle\ngrasps the\ngrip portion, the switch is activated.\n9. A motor\nvehicle\nignition key according to claim 5, and further comprising a\nreceiver for receiving a signal from the transmitter, and a speaker\nelectrically\ncoupled\nwith the receiver, both the receiver and the speaker being located remotely\nfrom the\nignition key.\n10. A motor\nvehicle\nignition key according to claim 9 wherein the signal\ndelivered to\nthe transmitter is sent to the receiver and broadcast from the speaker as a\nspoken\nmessage.\n11. A motor\nvehicle\nignition key according to claim 9 wherein the speaker is a\nradio\nspeaker.\n12. A motor\nvehicle\nignition key according to claim 11 wherein the receiver is\na radio\nreceiver.\n13. A motor\nvehicle\nignition key according to claim 1, and further comprising\na\nmicrophone mounted in the grip portion for recording a message to be stored in\nmemory\non the controller.\n14. A motor\nvehicle\nignition key according to claim 1, wherein the housing\nfurther\ncomprises a chamber for receiving a grip of an ignition key.\n-11-\n15. A motor\nvehicle\nignition key according to claim 1, and further comprising\na\nswitch associated with the housing and\nelectrically\ncoupled with at least one\nof the\nbattery\nand the controller.\n16. A motor\nvehicle\nignition key according to claim 15, and further comprising\na\ntransmitter for transmitting a signal to an emergency response system upon the\nactuation\nof the switch.\n17. A motor\nvehicle\nignition key according to claim 16, and further comprising\na\nmobile phone for transmitting a signal from the transmitter.\n18. A motor\nvehicle\nignition key according to claim 1, and further comprising\na\nmobile phone for transmitting a signal from the ignition key.\n-12- | 12/021,567 | United States of America | 2008-01-29 | L'invention porte sur une clé de démarrage de véhicule à moteur générant un message, comprenant une partie de clé pour un couplage avec un commutateur de démarrage et une partie de préhension pour une saisie par un opérateur du véhicule à moteur. La partie de préhension comprend un boîtier définissant au moins une chambre dans celui-ci, un contrôleur et un processeur, une mémoire et des composants opérationnels associés reçus dans l'au moins une chambre, une batterie reçue dans l'au moins une chambre, couplée électriquement au contrôleur, et fournissant au contrôleur une alimentation pour actionner le contrôleur, et un générateur de message reçu dans l'au moins une chambre et couplé électriquement au contrôleur pour recevoir un signal provenant du contrôleur. Des données peuvent être stockées dans la mémoire et traitées par le processeur en un signal distribué au générateur de message pour générer un message parlé. | True |
| 428 | Patent 2639793 Summary - Canadian Patents Database | CA 2639793 | NaN | CIRCUIT FOR PROTECTING AGAINST SHORTS IN STARTER MOTOR ANDBATTERYCHARGING CABLES | CIRCUIT DE PROTECTION CONTRE LES COURTS-CIRCUITS D'UN MOTEUR A DEMARREUR ET CABLES DE CHARGE DE BATTERIE | NaN | CARNEVALE, GREGORY S. | 2011-04-19 | 2008-09-24 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | What is claimed is:\n1. A motor\nvehicle\ncomprising:\nan engine that is started by cranking; and\nan\nelectrical\nsystem that comprises a D.C. voltage source, an\nelectric\nmotor\nfor cranking\nthe engine, a first switch that is selectively positionable to plural\npositions, one of which is a start\nposition for cranking the engine, a second switch that is controlled by the\nfirst switch, a first\ninput feed, comprising a circuit protection device, from the D.C. voltage\nsource to a first terminal\nof the second switch, a second input feed, that is free of any circuit\nprotection device, from the\nD.C. voltage source to a second terminal of the second switch, an output feed\nfrom a third\nterminal of the second switch to an input terminal of a fourth switch that has\nan output terminal\nconnected to the\nelectric\nmotor, wherein when the first switch is in any\nposition other than the\nstart position, the second switch connects the first input feed to the output\nfeed, and when the\nfirst switch is in the start position, the second switch connects the second\ninput feed to the output\nfeed.\n2. The motor\nvehicle\nas set forth in claim 1 in which the fourth switch\ncomprises a relay\nhaving a normally open contact that becomes closed when the first switch is\nplaced in start\nposition.\n3. The motor\nvehicle\nas set forth in claim 1 in which the D.C. voltage source\ncomprises a\nbattery\nbank having one or more D.C. storage\nbatteries\n.\n4. The motor\nvehicle\nas set forth in claim 1 further comprising an alternator\nthat is driven by\nthe engine for keeping\nbatteries\nin the\nbattery\nbank charged by delivering\ncharge current through\na charge circuit between an output terminal of the alternator and the third\nterminal of the second\nswitch.\n9\n5. The motor\nvehicle\nas set forth in claim 1 wherein the charge circuit\nbetween an output\nterminal of the alternator and the third terminal of the second switch\nincludes the output feed\nfrom the third terminal of the second switch to the input terminal of the\nfourth switch.\n6. The motor\nvehicle\nas set forth in claim 4 in which the circuit protection\ndevice comprises\na fuse having a current rating large enough to handle the maximum\nelectrical\nload that the\nelectrical\nsystem can impose on the D.C. voltage source with the engine\nrunning after having\nbeen started.\n7. The motor\nvehicle\nas set forth in claim 6 in which the second feed\ncomprises plural cable\nsegments running in succession from the D.C. voltage source to the second\nswitch, and first feed\nincludes a cable segment of the second feed that is between the fuse and the\nD.C. voltage source.\n8. The motor\nvehicle\nas set forth in claim 1 in which the second switch\ncomprises a relay\nhaving a coil that is selectively energized and de-energized by the first\nswitch and a contact that\nis operated by the coil to connect the output feed to the second input feed\nwhen the first switch is\nin the start position and to connect the output feed to the first input feed\nwhen the first switch is\nin other than the start position.\n9. The motor\nvehicle\nas set forth in claim 1 in which the second switch\ncomprises a first\nrelay having a coil that is selectively energized and de-energized by the\nfirst switch and a contact\nthat is operated by the coil to connect the output feed to the second input\nfeed when the first\nswitch is in the start position but not when the first switch is in a position\nother than the start\nposition and a second relay having a coil that is selectively energized and de-\nenergized by the\nfirst switch and a contact that is operated by the second relay's coil to\nconnect the output feed to\nthe first input feed when the first switch is in any position other than the\nstart position but not\nwhen the first switch is in the start position. | 11/872,988 | United States of America | 2007-10-16 | L'invention concerne un circuit de protection d'un moteur à démarreur et câbles de charge de batterie contre les courts-circuits . Lorsque l'on met un commutateur d'allumage (22) à une autre position que celle du démarrage d'un moteur (20), un commutateur (relais 28) est mis en circuit avec le fusible MEGA (30) de façon à protéger le moteur du démarreur électrique (18), ainsi que l'alternateur (16), contre les courts-circuits. Si le commutateur d'allumage (22) est mis en position de démarrage pour lancer le moteur (20), le commutateur (28) met le fusible MEGA (30) hors circuit pour l'empêcher de protéger les câbles. Si un court circuit a fait fondre le fusible MEGA (30) avant le démarrage, le commutateur d'allumage (22) ne pourra pas actionner l'interrupteur et le moteur ne pourra être lancé. | True |
| 429 | Patent 2291611 Summary - Canadian Patents Database | CA 2291611 | NaN | MODULARELECTRICSTORAGEBATTERY | BATTERIE DE STOCKAGE ELECTRIQUE MODULAIRE | NaN | DALEY, JAMES T., SEGALL, WILLIAM P., JR., PIERSON, JOHN R., ANDREW, MICHAEL G., BOLSTAD, JAMES J. | NaN | 1998-05-26 | FETHERSTONHAUGH & CO. | English | JOHNSON CONTROLS TECHNOLOGY COMPANY | -15-\nCLAIMS\nA system for providing\nelectrical\npower to a device comprising:\na\nbattery\nmodule having a housing containing at least one\nelectrochemical cell coupled to first and second terminals and being adapted\nto allow\naccess to the terminals, the housing also defining an alignment member;\na base unit having first and second terminal receptors and first and\nsecond connectors opposed to and\nelectrically\ncoupled to the terminal\nreceptors, the\nconnectors being adapted for\nelectrical\ncoupling to the device, the base unit\nalso\nhaving a complementary member sized to receive the alignment member;\nwherein the\nbattery\nmodule can be inserted into the base unit only if\nthe alignment member is engaged with the complimentary member, so that when\nthe\nbattery\nmodule is within the base unit the first terminal is\nelectrically\ncoupled with the\nfirst receptor and the second terminal is\nelectrically\ncoupled with the second\nreceptor.\n2. The system of claim 1 wherein the connectors are\nelectrically\ncoupled\nto the device.\n3. The system of claim 2 wherein the device comprises a starting circuit\nfor an internal combustion engine of an internal combustion engine powered\ndevice.\n4. The system of claim 3 wherein the internal combustion engine powered\ndevice comprises one of a motor\nvehicle\n, a tractor, a motorcycle, an all-\nterrain\nvehicle\n, a snowmobile, a marine craft, a lawn and garden power tool, and an\naircraft.\n5. The system of claim 4 wherein the base unit is adapted to be coupled to\neither of a top terminal type connector and a side terminal type connector of\nthe\nstarting circuit.\n-16-\n6. The system of claim 4 wherein the base unit includes an adapter, the\nadapter being configured to couple to one of a top terminal and a side\nterminal type\nconnector of the starting circuit.\n7. The system of claim 2 wherein the device comprises an uninterrupted\npower supply system.\n8. The system of claim 2 wherein the device comprises a power system of\na hybrid\nelectric\nvehicle\n.\n9. The system of claim 2 wherein the base unit is formed integral with the\ndevice.\n10. The system of claim 2 wherein the electrochemical cell comprises a\nspiral wound thin metal film cell.\n11. The system of claim 2 wherein the\nbattery\nmodule comprises a\nplurality of electrochemical cells, the cells being coupled to each other and\nto the\nterminals.\n12. The system of claim 2 wherein the aligning member comprises at least\none ridge member formed in the housing and a complementary channel member\nformed in the base unit for each ridge member.\n13. The system of claim 1 wherein the\nbattery\nmodule is adapted to one of\na plurality of capacities.\n14. The system of claim 13 wherein the aligning member retains\nsubstantially identical physical attributes for each of the plurality of\ncapacities.\n-17-\n15. The system of claim 14 wherein the first and second terminals are in\nspaced relationship to the aligning member for each of the plurality of\ncapacities.\n16. The system of claim 15 wherein the terminals are aligned with the\naligning formation for each of the plurality of capacities.\n17. The system of claim 13 wherein the base unit is adapted to accept\nbattery\nmodules of each of the plurality of capacities.\n18. The system of claim 1 wherein the housing has aperatures for allowing\naccess to the terminals and the terminals are recessed within the housing.\n19. The system of claim 2 further comprising:\na second base unit having first and second terminal receptors and first\nand second connectors opposed to and\nelectrically\ncoupled to the terminal\nreceptors,\nthe connectors being\nelectrically\ncoupled to the device; and\na second\nbattery\nmodule having at least one electrochemical cell\ncoupled to first and second terminals, and a housing containing the at least\none\nelectrochemical cell and the terminals, the housing being adapted to allow\naccess to\nthe terminals;\nwherein the second\nbattery\nmodule includes an aligning member\nformed in the housing the aligning unit adapted to engage a complementary\nmember\nformed in the second base unit-such that when the aligning members of the\nsecond\nbattery\nmodule and the second base unit are engaged the first terminal is\nelectrically\ncoupled with the first receptor and the second terminal is\nelectrically\ncoupled with the\nsecond receptor.\n20. The system of claim 19 wherein the second\nbattery\nmodule is\ninterchangeable with the\nbattery\nmodule.\n-18-\n21. The system of claim 19 wherein base unit is adapted to receive the\nsecond\nbattery\nmodule.\n22. The system of claim 19 wherein the second\nbattery\nmodule is adapted\nfor use with one of a lighting device, a sound device, a thermal device, an\nelectronic\ndevice, an electromechanical device, and a computing device.\n23. The system of claim 19 wherein the second\nbattery\nmodule is adapted\nwith one of a removable lighting device, a removable sound device, a removable\nthermal device, a removable electronic device, a removable electromechanical\ndevice,\nand a removable computing device.\n24. A modular\nbattery\nsystem for internal combustion engine starting\ncomprising:\na\nbattery\nmodule having a housing containing at least one\nelectrochemical cell coupled to first and second terminals and being adapted\nto allow\naccess to the terminals, the housing also defining an alignment member;\na base unit having first and second terminal receptors and first and\nsecond connectors opposed to and\nelectrically\ncoupled to the terminal\nreceptors, the\nconnectors being\nelectrically\ncoupled to a starting and charging circuit of an\ninternal\ncombustion engine, the base unit also having a complementary member sized to\nreceive the alignment member;\nwherein the\nbattery\nmodule can be inserted into the base unit only if\nthe alignment member is engaged with the complimentary member, so that when\nthe\nbattery\nmodule is within the base unit the first terminal is\nelectrically\ncoupled with the\nfirst receptor and the second terminal is\nelectrically\ncoupled with the second\nreceptor.\n25. The modular\nbattery\nsystem of claim 24 wherein the electrochemical\ncell comprises a spiral wound thin metal film cell.\n-19-\n26. The modular\nbattery\nsystem of claim 24 wherein the\nbattery\nmodule\ncomprises a plurality of electrochemical cells, the cells being coupled to\neach other\nand to the terminals.\n27. The modular\nbattery\nsystem of claim 25 wherein the first and second\nconnectors comprise first and second\nbattery\ncables adapted for connection to\nthe\nstarting circuit.\n28. The modular\nbattery\nsystem of claim 24 wherein the aligning member\ncomprises at least one ridge member formed in the housing and a complementary\nchannel member formed in the base unit for each ridge member.\n29. The modular\nbattery\nsystem of claim 24 wherein the\nbattery\nmodule is\nadapted to one of a plurality of capacities.\n30. The modular\nbattery\nsystem of claim 29 wherein the aligning member\nretains substantially identical physical attributes for each of the plurality\nof capacities.\n31. The modular\nbattery\nsystem of claim 30 wherein the base unit is\nadapted to accept\nbattery\nmodules of each of the plurality of capacities.\n32. The modular\nbattery\nsystem of claim 30 wherein the first and second\nterminals are in spaced relationship to the aligning member for each of the\nplurality of\ncapacities.\n33. The modular\nbattery\nsystem of claim 32 wherein the terminals are\naligned with the aligning member for each of the plurality of capacities.\n34. The modular\nbattery\nsystem of claim 24 wherein the housing has\naperatures for allowing access to the terminals and the terminals are recessed\nwithin\nthe housing.\n-20-\n35. The modular\nbattery\nsystem of claim 24 further comprising:\na second base unit having first and second terminal receptors and first\nand second connectors opposed to and\nelectrically\ncoupled to the terminal\nreceptors,\nthe connectors being\nelectrically\ncoupled to the starting circuit of the\ninternal\ncombustion engine; and\na second\nbattery\nmodule having at least one electrochemical cell\ncoupled to first and second terminals, and a housing containing the at least\none\nelectrochemical cell and the terminals, the housing being adapted to allow\naccess to\nthe terminals;\nwherein the second\nbattery\nmodule includes an aligning member\nformed in the housing, the aligning member adapted to engage a complementary\nmember formed in the second base unit such that when the aligning members of\nthe\nsecond\nbattery\nmodule and the second base unit are engaged the first terminal\nis\nelectrically\ncoupled with the first receptor and the second terminal is\nelectrically\ncoupled with the second receptor.\n36. The modular\nbattery\nsystem of claim 35 wherein the second\nbattery\nmodule is interchangeable with the\nbattery\nmodule.\n37. The modular\nbattery\nsystem of claim 35 wherein base unit is adapted to\nreceive the second\nbattery\nmodule.\n38. The modular\nbattery\nsystem of claim 35 wherein the second\nbattery\nmodule is adapted for use with one of a lighting device, a sound device, a\nthermal\ndevice, an electronic device, an electromechanical device, and a computing\ndevice.\n39. The modular\nbattery\nsystem of claim 35 wherein the second\nbattery\nmodule is adapted with a removable lighting device, a removable sound device,\na\nremovable thermal device, a removable electronic device, a removable\nelectromechanical device, and a removable computing device. | 08/870,803 | United States of America | 1997-06-06 | Cette invention concerne une batterie de stockage électrique modulaire qui peut être utilisée lors de diverses applications. Cette batterie peut par exemple servir de batterie de démarrage, d'éclairage et d'allumage pour une voiture, un camion, une motocyclette, des outils de jardinage ou d'entretien des pelouses ou, encore, pour tout autre engin entraîné par un moteur à combustion interne. Cette batterie modulaire se compose de plusieurs cellules de batteries qui sont assemblées dans une enceinte. Ces cellules sont étanches, ne nécessitent aucun entretien et sont rechargeables. L'enceinte possède des bornes à connexion rapide, et les opérations de démarrage se font à l'aide d'une unité de base qui possède des bornes complémentaires. La batterie modulaire et l'unité de base possèdent également des éléments d'alignement en relief qui assurent une bonne interconnexion des bornes de la batterie. L'unité de base est conçue pour recevoir des batteries modulaires de tailles différentes. Cette invention concerne également une seconde batterie modulaire, laquelle peut être conçue pour une lampe d'éclairage puissante ou pour tout autre dispositif, et peut se connecter à l'unité de base de manière à pouvoir effectuer le démarrage d'un véhicule dont la batterie est déchargée. | True |
| 430 | Patent 2642944 Summary - Canadian Patents Database | CA 2642944 | NaN | PRIORITIZED RECAPTURE OF ENERGY DURING DECELERATION OF A DUAL-HYBRID MOTORVEHICLE | RECUPERATION PRIORITAIRE D'ENERGIE PENDANT LA DECELERATION D'UN VEHICULE MOTORISE HYBRIDE | NaN | MILLER, STANTON E. | 2011-04-19 | 2008-11-03 | FINLAYSON & SINGLEHURST | English | INTERNATIONAL TRUCK INTELLECTUAL PROPERTY COMPANY, LLC | What is claimed is:\n1. A motor\nvehicle\ncomprising:\na chassis comprising wheels on which the\nvehicle\ntravels;\nan internal combustion engine that drives at least some wheels through a\ndrivetrain;\na decelerator for issuing\nvehicle\ndeceleration request data to request\ndeceleration of the\nvehicle\n,\nan accelerator for issuing\nvehicle\nacceleration request data to request\nacceleration of the\nvehicle\n, and\na processor for processing issued\nvehicle\ndeceleration request data and issued\nacceleration request data according to an algorithm having a hierarchy that\ncontains assigned\npriorities for utilization of multiple systems capable of decelerating the\nvehicle\nand that\ncomprises a strategy that: in response to an issued deceleration request,\ncauses a relatively higher\npriority system to be utilized; causes a relatively lower priority system to\nbe utilized concurrent\nwith continued utilization of the relatively higher priority system when the\nrelatively higher\npriority system is incapable of satisfying the issued deceleration request;\nand when the relatively\nhigher and relatively lower priority systems collectively are incapable of\nsatisfying the issued\ndeceleration request, causes one or more other systems to be utilized\nconcurrent with continued\nutilization of the relatively higher and relatively lower priority systems\nwherein the other\nsystems comprise a foundation brake system;\nwherein the relatively higher priority system comprises an\nelectric\nenergy\nrecovery\nsystem for recovering energy by storing\nelectrical\ncharge and the relatively\nlower priority system\ncomprises a hydraulic energy recovery system for recovering energy by storing\nhydraulic fluid\nunder pressure; and\nwherein the processor algorithm strategy assigns a higher priority of use to\nenergy of the\nhydraulic fluid stored under pressure than to energy of the stored\nelectrical\ncharge that causes the\nhydraulic fluid stored under pressure to be used first to satisfy an issued\nacceleration request.\n2. The motor\nvehicle\nas set forth in claim 1 wherein one of the one or more\nother systems\ncomprises foundation brakes at the driven wheels.\n3. The motor\nvehicle\nas set forth in claim 1 wherein the\nelectric\nenergy\nrecovery system\ncomprises an\nelectric\nmotor/generator that is coupled to the drivetrain via a\nclutch, and when\nutilized to decelerate the\nvehicle\n, is operated as a generator to charge a\nstorage\nbattery\nbank, and\nwhen utilized to accelerate the\nvehicle\n, is operated as a motor by the storage\nbank\nbattery\n.\n4. The motor\nvehicle\nas set forth in claim 1 wherein the hydraulic energy\nrecovery system\ncomprises a hydraulic pump/motor that is coupled to the drivetrain via a\nclutch, and when\nutilized to decelerate the\nvehicle\n, is operated as a pump to charge a\nhydraulic accumulator, and\nwhen utilized to accelerate the\nvehicle\n, is operated as a motor by charge in\nthe hydraulic\naccumulator.\n5. The motor\nvehicle\nas set forth in claim 1 wherein the algorithm is\nstructured to\ncondition effectiveness of the issued deceleration request to decelerate the\nvehicle\non the engine\nfirst being de-coupled from the drivetrain.\n6. A method for decelerating a motor\nvehicle\nthat comprises a chassis having\nwheels on\nwhich the\nvehicle\ntravels, at least some of which are driven by an internal\ncombustion engine\nthrough a drivetrain, a decelerator for issuing\nvehicle\ndeceleration request\ndata to request\ndeceleration of the\nvehicle\n, an accelerator for issuing\nvehicle\nacceleration\nrequest data to request\nacceleration of the\nvehicle\n, multiple systems each capable of decelerating the\nvehicle\n, and a\nprocessor for processing issued\nvehicle\ndeceleration request data and\nvehicle\nacceleration request\ndata according to an algorithm containing hierarchies for utilization of the\nsystems, the method\ncomprising:\n16\nin response to issuance of a deceleration request, executing the algorithm\naccording to a\nhierarchy that causes: a) energy to be recovered by an\nelectric\nenergy\nrecovery system that\nrecovers energy by storing\nelectrical\ncharge; b) when the\nelectric\nenergy\nrecovery system is\nincapable of satisfying the issued deceleration request, energy to be\nrecovered as hydraulic fluid\nunder pressure by a hydraulic energy recovery system concurrent with continued\nenergy\nrecovery by the\nelectric\nenergy recovery system; and c) one or more other\nsystems to be utilized\nconcurrent with continued energy recovery by the\nelectric\nand hydraulic energy\nrecovery systems\nwhen the\nelectric\nand hydraulic energy recovery systems collectively are\nincapable of satisfying\nthe issued deceleration request wherein the other systems comprise a\nfoundation system; and\nin response to issuance of an acceleration request, processing issued\nvehicle\nacceleration\nrequest data according to a hierarchy of the algorithm that assigns a higher\npriority of use to\nenergy of the hydraulic fluid stored under pressure than to energy of the\nstored\nelectrical\ncharge\nto cause the hydraulic fluid stored under pressure to be used first to satisfy\nthe issued\nacceleration request.\n7. The method as set forth in claim 6 wherein the step of causing one or more\nother\nsystems to be utilized concurrent with continued energy recovery by the\nelectric\nand hydraulic\nenergy recovery systems when the\nelectric\nand hydraulic energy recovery\nsystems collectively\nare incapable of satisfying the issued deceleration request comprises applying\nfoundation brakes\nat the driven wheels.\n8. The method as set forth in claim 6 wherein the step of causing energy\nrecovery by the\nelectric\nenergy recovery system comprises coupling an\nelectric\nmotor/generator\nto the drivetrain\nvia a clutch and operating the motor/generator as a generator to charge a\nstorage\nbattery\nbank.\n9. The method as set forth in claim 6 wherein the step of causing energy\nrecovery by the\nhydraulic energy recovery system comprises coupling a hydraulic pump/motor to\nthe drivetrain\n17\nvia a clutch and operating the pump/motor as a pump to charge a hydraulic\naccumulator.\n10. The method as set forth in claim 6 comprising conditioning effectiveness\nof the\nissued deceleration request to decelerate the\nvehicle\non the engine first\nbeing de-coupled from\nthe drivetrain.\n18 | 11/947,213 | United States of America | 2007-11-29 | L'invention porte sur un système de récupération d'énergie (30) permettant de ralentir un véhicule comme suite à une commande de freinage et de stocker l'énergie récupérée sous une forme électrique dans un banc de batteries (32). Un autre système de récupération d'énergie (36) stocke l'énergie récupérée sous forme hydraulique dans un accumulateur haute pression (40). L'un des systèmes est priorisé par rapport à l'autre lors de la commande de freinage. L'énergie stockée est réutilisée pour faire accélérer le véhicule en priorisant, là encore, une forme d'énergie stockée par rapport à l'autre. | True |
| 431 | Patent 2531854 Summary - Canadian Patents Database | CA 2531854 | NaN | BATTERYCHARGING SYSTEM AND METHOD | SYSTEME ET PROCEDE POUR CHARGER DES BATTERIES | NaN | BUCHANAN, WILLIAM D., MOHOS, JOSEPH F., RIPPEL, WALLY E. | 2010-09-28 | 2004-07-12 | GOWLING WLG (CANADA) LLP | English | AEROVIRONMENT, INC. | 21\nWhat is claimed is:\n1. A charging system for charging a plurality of\nbatteries\nfrom a power\nsource,\ncomprising:\na primary power port configured to receive power from the power source, the\nprimary power port being characterized by a power rating;\na plurality of secondary power ports configured to distribute power from the\nprimary power port to the plurality of\nbatteries\n, each secondary power port\nbeing\ncharacterized by a power rating, wherein the sum of the secondary power port\npower\nratings exceeds the primary power port power rating;\none or more power converters configured to receive power from the primary\npower\nport and to provide power to the plurality of secondary power ports, the one\nor more power\nconverters having a capacity to receive power from the primary power port at a\nlevel above\nthe primary power port power rating, and\na system controller including a power controller configured to regulate the\npower\nreceived from the primary power port by the one or more power converters to\nbelow the\nprimary port power rating.\n2. The system of claim 1, with at least some of the plurality of\nbatteries\nhaving\nbattery\ncontrollers separate from the system controller, wherein the system controller\nis configured\nto regulate power received from the primary power port by transmitting command\nsignals\nappropriate to direct the\nbattery\ncontrollers to regulate the power drawn by\ntheir respective\nbatteries\n.\n3. The system of claim 1, wherein the system controller is configured to\noperate at\nleast one secondary power port of the plurality of secondary power ports\nbidirectionally.\n4. The system of claim 1, wherein the system controller is configured to\noperate the\nprimary power port bidirectionally.\n5. The system of claim 1, and further comprising a buffer\nbattery\n, wherein the\nsystem\ncontroller is further configured to distribute power from the buffer\nbattery\nto at least one\nsecondary power port of the plurality of secondary power ports.\n22\n6. The system of claim 5, wherein:\nthe system controller is configured to direct power from the primary power\nport to\nthe buffer\nbattery\nwhen the power provided by the primary power port does not\nexceed the\nprimary power port power rating; and\nthe system controller is configured to direct power from the buffer\nbattery\nto\nthe at\nleast one secondary power port when the plurality of\nbatteries\nmerits a net\ndistribution of\npower from the secondary power ports in excess of the primary power port power\nrating.\n7. An\nelectric\nvehicle\nsystem for use with power from a power source,\ncomprising:\na plurality of\nelectric\nvehicles\n, each\nelectric\nvehicle\nhaving an associated\nbattery\n;\nand\nthe charging system of claim 1.\n8. The system of claim 7, and further comprising a buffer\nbattery\n, wherein the\nsystem\ncontroller is further configured to distribute power from the buffer\nbattery\nto at least one\nsecondary power port of the plurality of secondary power ports.\n9. The system of claim 8, wherein:\nthe system controller is configured to direct power from the primary power\nport to\nthe buffer\nbattery\nwhen the power provided by the primary power port does not\nexceed the\nprimary power port power rating; and\nthe system controller is configured to direct power from the buffer\nbattery\nto\nthe at\nleast one secondary power port when the plurality of\nbatteries\nmerits a net\ndistribution of\npower from the secondary power ports in excess of the primary power port power\nrating.\n23\n10. The system of claim 1, and further comprising:\na first charging module, wherein the plurality of secondary power ports\nincludes a\nfirst secondary power port and a second secondary power port that receive\npower from the\nprimary power port via the first charging module, the first charging module\nincluding\na first power converter of the one or more power converters, the first power\nconverter connecting to the first secondary power port,\na second power converter of the one or more power converters, the second\npower converter connecting to the second secondary power port,\na crossover switch switchably connecting the first power converter to the\nsecond secondary power port, and\na module controller configured to control the operation of the crossover\nswitch and establish the power distribution between the first and second\nsecondary power\nports.\n11. The charging system of claim 10, wherein:\nthe first power converter of the first charging module connects to the first\nsecondary power port through a first connecting switch of the first charging\nmodule;\nthe second power converter of the first charging module connects to the second\nsecondary power port through a second connecting switch of the first charging\nmodule;\nand\nthe module controller of the first charging module is configured to control\nthe\noperation of the first and second connecting switches and establish the power\ndistribution\nbetween the first and second secondary power ports.\n12. The charging system of claim 11, wherein the module controller for the\nfirst\ncharging module is separate from the power controller, and wherein the power\ncontroller\nand the module controller for the first charging module communicate to\ndetermine the\noperation of the crossover switch and the first and second connecting\nswitches.\n24\n13. The charging system of claim 1,\nwherein the system controller is further configured to regulate the power that\nthe\none or more power converters draw such that when the sum of the power ratings\nof the\nsecondary power ports simultaneously used to charge\nbatteries\nexceeds the\nprimary power\nport power rating, the power controller regulates the power received from the\nprimary\npower port to a maximum equaling the primary power port power rating.\n14. A charging system for charging a plurality of\nbatteries\nfrom one or more\npower\nsources, comprising:\na plurality of primary power ports configured to concurrently receive power\nfrom\nthe one or more power sources, wherein each primary power port is\ncharacterized by a\npower rating;\na plurality of secondary power ports configured to distribute power from the\nplurality of primary power ports to the plurality of\nbatteries\n, each secondary\npower port\nbeing characterized by a power rating, wherein the sum of the secondary power\nport power\nratings exceeds the sum of the primary power port power ratings;\none or more power converters configured to receive power from the plurality of\nprimary power ports and to provide power to the plurality of secondary power\nports, the\none or more power converters having a capacity to receive power from the\nplurality of\nprimary power ports at a level above the sum of the primary power port power\nratings, and\na system controller including a power controller configured to regulate the\npower\nreceived from the plurality of primary power ports by the one or more power\nconverters to\nbelow the sum of the primary port power ratings.\n15. The system of claim 14, wherein the system controller is further\nconfigured to\nregulate the power received from each primary power port of the plurality of\nprimary\npower ports such that the power received from each primary power port does not\nexceed\nits respective power rating.\n16. The system of claim 14, with at least some of the plurality of\nbatteries\nhaving\nbattery\ncontrollers separate from the power controller, wherein the power\ncontroller is\nconfigured to regulate the power received from the plurality of primary power\nports by\ntransmitting command signals appropriate to direct the\nbattery\ncontrollers to\nregulate the\npower drawn by their respective\nbatteries\n.\n25\n17. The system of claim 14, wherein the system controller is configured to\noperate at\nleast one secondary power port of the plurality of secondary power ports\nbidirectionally.\n18. The system of claim 14, wherein the system controller is configured to\noperate at\nleast one of the plurality of primary power ports bidirectionally.\n19. The system of claim 14, and further comprising a buffer\nbattery\n, wherein\nthe\nsystem controller is further configured to distribute power from the buffer\nbattery\nto at\nleast one secondary power port of the plurality of secondary power ports.\n20. The system of claim 19, wherein:\nthe system controller is configured to direct power from the plurality of\nprimary\npower ports to the buffer\nbattery\nwhen the power provided by the primary power\nports\ndoes not exceed the sum of the primary power port power ratings; and\nthe system controller is configured to direct power from the buffer\nbattery\nto\nthe at\nleast one secondary power port when the plurality of\nbatteries\nmerits a net\ndistribution of\npower from the secondary power ports in excess of the sum of the primary power\nport\npower ratings.\n21. An\nelectric\nvehicle\nsystem for use with power from a power source,\ncomprising:\na plurality of\nelectric\nvehicles\n, each\nelectric\nvehicle\nhaving an associated\nbattery\n;\nand\nthe charging system of claim 14.\n22. The system of claim 21, and further comprising a buffer\nbattery\n, wherein\nthe\nsystem controller is further configured to distribute power from the buffer\nbattery\nto at\nleast one secondary power port of the plurality of secondary power ports.\n26\n23. The system of claim 21, wherein:\nthe system controller is configured to direct power from the plurality of\nprimary\npower ports to the buffer\nbattery\nwhen the power provided by the primary power\nports\ndoes not exceed the sum of the primary power port power ratings; and\nthe system controller is configured to direct power from the buffer\nbattery\nto\nthe at\nleast one secondary power port when the plurality of\nbatteries\nmerits a net\ndistribution of\npower from the secondary power ports in excess of the sum of the primary power\nport\npower ratings.\n24. The system of claim 14, and further comprising:\na first charging module, wherein the plurality of secondary power ports\nincludes a\nfirst secondary power port and a second secondary power port'that receive\npower from the\nplurality of primary power ports via the first charging module, the first\ncharging module\nincluding\na first power converter of the one or more power converters, the first power\nconverter connecting to the first secondary power port,\na second power converter of the one or more power converters, the second\npower converter connecting to the second secondary power port,\na crossover switch switchably connecting the first power converter to the\nsecond secondary power port, and\na module controller configured to control the operation of the crossover\nswitch and establish the power distribution between the first and second\nsecondary power\nports.\n25. The charging system of claim 24, wherein:\nthe first power converter of the first charging module connects to the first\nsecondary power port through a first connecting switch of the first charging\nmodule;\nthe second power converter of the first charging module connects to the second\nsecondary power port through a second connecting switch of the first charging\nmodule;\nand\nthe module controller of the first charging module is configured to control\nthe\noperation of the first and second connecting switches and establish the power\ndistribution\nbetween the first and second secondary power ports.\n27\n26. The charging system of claim 25, wherein the module controller for the\nfirst\ncharging module is separate from the power controller, and wherein the power\ncontroller\nand the module controller for the first charging module communicate to\ndetermine the\noperation of the crossover switch and the first and second connecting\nswitches.\n27. The charging system of claim 14,\nwherein the system controller is further configured to regulate the power that\nthe\none or more power converters draw such that if the sum of the power ratings of\nthe\nsecondary power ports simultaneously used to charge\nbatteries\nexceeds the sum\nof the\nplurality of primary power port power ratings, the power received from the\nplurality of\nprimary power ports does not exceed the sum of the plurality of primary power\nport power\nratings.\n28. The system of claim 27, wherein the system controller is further\nconfigured to\nregulate the power received from each primary power port of the plurality of\nprimary\npower ports such that the power received from each primary power port does not\nexceed\nits respective power rating.\n28\n29. A charging system for charging a plurality of\nbatteries\nusing power from a\nutility at\na power level not exceeding a maximum power level, comprising:\na plurality of secondary power ports, each secondary power port being\nconfigured\nto\nelectrically\nconnect to at least one of the plurality of\nbatteries\n, each\nsecondary power\nport being characterized by a power rating;\na utility port configured to\nelectrically\nconnect to the utility, and to\nprovide power\nfrom the utility to the plurality of secondary power ports;\na system controller including a power controller configured to control the\npower\ndistribution from the utility port; and\na first charging module, wherein the plurality of secondary power ports\nincludes a\nfirst secondary power port and a second secondary power port that receive\npower from the\nutility port via the first charging module, the first charging module\nincluding\na first power converter connecting to the first secondary power port,\na second power converter connecting to the second secondary power port,\na crossover switch switchably connecting the first power converter to the\nsecond secondary power port, and\na module controller configured to control the operation of the crossover\nswitch and establish the power distribution between the first and\nsecond secondary power ports;\nwherein the first power converter of the first charging module connects to the\nfirst\nsecondary power port through a first connecting switch of the first charging\nmodule;\nwherein the second power converter of the first charging module connects to\nthe\nsecond secondary power port through a second connecting switch of the first\ncharging\nmodule;\nwherein the module controller of the first charging module is configured to\ncontrol\nthe operation of the first and second connecting switches and establish the\npower\ndistribution between the first and second secondary power ports;\nwherein the module controller for the first charging module is separate from\nthe\npower controller; and\nwherein the power controller and the module controller for the first charging\nmodule communicate to determine the operation of the crossover switch and the\nfirst and\nsecond connecting switches.\n29\n30. The charging system of claim 29, wherein the power controller is further\nconfigured to control the power distribution between the utility port and the\nplurality of\nsecondary power ports, and wherein when the sum of the power ratings of the\nsecondary\npower ports used to charge the plurality of\nbatteries\nexceeds the maximum\npower level, the\nsystem controller controls the power distribution such that the plurality of\nbatteries\nare\nsimultaneously charged using power from the utility at a power level not\nexceeding the\nmaximum power level. | 10/616,542 | United States of America | 2003-07-10 | L'invention concerne un système de charge permettant de charger les batteries d'une pluralité de véhicules alimentés par batteries. Ledit système comprend un ou plusieurs convertisseurs d'énergie continu-continu présentant un ou plusieurs ports de charge configurés pour se brancher dans les batteries. Les convertisseurs continu-continu sont configurés pour se connecter de manière sélective à plus d'un port de charge, de façon à fournir de manière sélective des niveaux d'énergie de ports plus élevés. Les convertisseurs continu-continu se connectent à un rectificateur de courant alternatif par l'intermédiaire d'un bus à courant continu. Le rectificateur de courant alternatif est connecté à une source d'énergie de courant alternatif présentant une puissance nominale limitée. Le système de charge de courant alternatif comprend également un dispositif de commande qui commande le fonctionnement des convertisseurs d'énergie continu-continu, de sorte que le prélèvement du courant sur le rectificateur de courant alternatif ne dépasse pas la puissance nominale. Le système est configuré, de plus, de façon à ce que les convertisseurs continu-continu puissent arrêter les batteries sélectionnées, de manière à obtenir une énergie permettant de charger d'autres batteries, ce qui permet de cycler les batteries. | True |
| 432 | Patent 3223289 Summary - Canadian Patents Database | CA 3223289 | NaN | LOW-VOLTAGE POWER SUPPLY SYSTEM ANDVEHICLEHAVING SAME | SYSTEME D'ALIMENTATION ELECTRIQUE BASSE TENSION ET VEHICULE EQUIPE DE CELUI-CI | NaN | GUO, CAIFANG, QI, AXI, LIU, JIAN, GAO, JIAN, LI, LELE | NaN | 2022-06-17 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | BYD COMPANY LIMITED | WHAT IS CLAIMED IS:\n1. A low-voltage power supply system, comprising:\na storage\nbattery\n;\nan\nelectric\ncontrol board, the\nelectric\ncontrol board being connected with the\nstorage\nbattery\n,\nat least a\nbattery\nmanagement controller (BMC) module and a motor control\nmodule being\nintegrated on the\nelectric\ncontrol board, and the motor control module being\nconfigured to control\na power module;\na control circuit, the control circuit being connected with the BMC module and\nbeing\nconfigured to receive a control command of the BMC module;\na metal-oxide-semiconductor field-effect transistor (MOSFET), connected with\nthe control\ncircuit; and\na\nbattery\nmanagement system, a contactor being arranged in the\nbattery\nmanagement system,\nthe MOSFET being connected with the contactor and being mounted to the\nelectric\ncontrol board\nor the\nbattery\nmanagement system, and the BMC module being configured to\ncontrol on/off of the\nMOSFET through the control circuit, to implement connection/disconnection\nbetween the storage\nbattery\nand the contactor.\n2. The low-voltage power supply system according to claim 1, wherein a\nprocessor is further\narranged on the\nbattery\nmanagement system; the processor is connected with the\ncontactor; and\nthe processor is configured to control the contactor to be closed or opened.\n3. The low-voltage power supply system according to claim 1 or 2, wherein the\ncontrol circuit\nand the MOSFET are both integrated in the\nelectric\ncontrol board; and\na\nvehicle\ncontrol module is integrated in the\nelectric\ncontrol board.\n4. The low-voltage power supply system according to any of claims 1 to 3,\nfurther comprising:\nan on-board charger (OBC) module, one end of the OBC module being connected\nwith a\ncharging port, and the other end of the OBC module being connected with a\npower\nbattery\n;\na DC module, one end of the DC module being connected with the OBC module and\nthe power\nbattery\n, and the other end of the DC module being connected with the storage\nbattery\n;\na high-voltage distribution module, one end of the high-voltage distribution\nmodule being\nconnected with the power\nbattery\n, and the other end of the high-voltage\ndistribution module being\nconnected with a high-voltage device; and\nan\nelectric\ncontrol box, comprising an upper cavity and a lower cavity, the\nhigh-voltage\ndistribution module, the\nelectric\ncontrol board, and the power module being\narranged in the upper\ncavity, and the OBC module and the DC module being arranged in the lower\ncavity.\n5. The low-voltage power supply system according to any of claims 1 to 4,\nfurther comprising:\na low-voltage distribution box, two fuses being arranged in the low-voltage\ndistribution box,\nand the storage\nbattery\nbeing connected with the DC module through one of the\ntwo fuses and\nbeing connected with the MOSFET, the\nelectric\ncontrol board, and the OBC\nmodule through the\nother one of the two fuses.\n6. The low-voltage power supply system according to any of claims 1 to 5,\nfurther comprising:\na motor and a reducer, the motor being connected with the reducer, the motor\nand the reducer\nbeing arranged side by side under the\nelectric\ncontrol box, the power module\nbeing connected with\n16\nthe motor, and the power module being configured to drive the motor.\n7. The low-voltage power supply system according to any of claims 1 to 6,\nwherein the storage\nbattery\nis integrated in the\nelectric\ncontrol box.\n8. The low-voltage power supply system according to any of claims 1 to 7,\nfurther comprising:\na control circuit board, the control circuit being mounted to the control\ncircuit board, and the\nMOSFET being integrated in the\nbattery\nmanagement system.\n9. The low-voltage power supply system according to any of claims 1 to 8,\nwherein the control\ncircuit and the MOSFET are both integrated in the\nbattery\nmanagement system;\nand the storage\nbattery\nis integrated in the\nelectric\ncontrol box.\n10. A\nvehicle\n, comprising the low-voltage power supply system according to any\nof claims 1 to 9.\n17 | 202122068389.1 | China | 2021-08-28 | L'invention concerne un système d'alimentation électrique basse tension et un véhicule équipé de celui-ci. Le système d'alimentation électrique basse tension comprend : une batterie d'accumulation ; une carte de commande électrique, la carte de commande électrique étant connectée à la batterie d'accumulation, la carte de commande électrique étant au moins intégrée à un module de commande de gestion de batterie et à un module de commande de moteur, et le module de commande de moteur étant configuré pour commander un module de puissance ; un circuit de commande, le circuit de commande étant connecté au module de commande de gestion de batterie, et le circuit de commande étant configuré pour recevoir une instruction de commande provenant du module de commande de gestion de batterie ; un tube MOS, le tube MOS étant connecté au circuit de commande ; et un système de gestion de batterie, le système de gestion de batterie étant pourvu d'un contacteur. Le tube MOS est connecté au contacteur et monté sur la carte de commande électrique ou le système de gestion de batterie, et le module de commande de gestion de batterie commande la mise sous tension/hors tension du tube MOS au moyen du circuit de commande de manière à réaliser la mise sous tension/hors tension de la batterie d'accumulation et du contacteur. | True |
| 433 | Patent 3152697 Summary - Canadian Patents Database | CA 3152697 | NaN | HIGH VOLTAGEELECTRICALSYSTEM FORBATTERYELECTRICVEHICLE | SYSTEME ELECTRIQUE HAUTE TENSION POUR UN VEHICULE ELECTRIQUE A BATTERIE | NaN | ASHRAF, UMRAN, CORONA, MICHAEL, MCLEMORE, T. NEIL, SARKISSIAN, VAROUJAN | NaN | 2021-08-16 | OYEN WIGGS GREEN & MUTALA LLP | English | NIKOLA CORPORATION | 75250.08716\nCLAIMS\nWhat is claimed is:\n1. A high voltage (HV)\nelectrical\nsystem for a\nvehicle\n, the HV\nelectrical\nsystem\ncomprising:\na front distribution box having at least one front positive HV connector and\nat least\none front negative HV connector;\na rear distribution box having at least one rear positive HV connector and at\nleast one\nrear negative HV connector; and\na\nbattery\npack assembly comprising at least one\nbattery\npack, wherein\nbattery\npack\nassembly comprises at least two pack positive HV connectors and at least two\nnegative HV\nconnectors,\nwherein the front distribution box, the\nbattery\npack assembly, and the rear\ndistribution\nbox are\nelectrically\ncoupled in parallel,\nwherein the front positive HV connector is directly coupled to a first of the\nat least\ntwo pack positive HV connectors,\nwherein a second of the at least two pack positive HV connectors is directly\ncoupled\nto the rear positive HV connector,\nwherein the rear negative HV connector is directly coupled to a first of the\nat least two\npack negative HV connectors, and\nwherein a second of the at least two pack negative HV connectors is directly\ncoupled\nto the front negative HV connector.\n2. The HV\nelectrical\nsystem of claim 1, wherein the\nbattery\npack assembly\ncomprises\nmultiple\nbattery\npacks, and wherein each of the multiple\nbattery\npacks are\nelectrically\ncoupled in parallel with one another.\n3. The HV\nelectrical\nsystem of claim 1,\nwherein the\nbattery\npack assembly comprises a first\nbattery\npack, a second\nbattery\npack, and a third\nbattery\npack,\nwherein each of the first, second, and third\nbattery\npacks has a first\npositive HV\nconnector, a second positive HV connector, a first negative HV connector, and\na second\nnegative HV connector,\nwherein the front positive HV connector is directly coupled to the first\npositive HV\n33\nAttorney Docket 75250.08700\nDate Recue/Date Received 2022-03-16\n75250.08716\nconnector of the first\nbattery\npack, the HV second positive connector of the\nfirst\nbattery\npack\nis directly coupled to the first positive HV connector of the second\nbattery\npack, the second\npositive HV connector of the second\nbattery\npack is directly coupled to the\nfirst positive HV\nconnector of the third\nbattery\npack, and the second positive HV connector of\nthe third\nbattery\npack is directly coupled to the rear positive connector, and\nwherein the rear negative HV connector is directly coupled to the first HV\nnegative\nconnector of the first\nbattery\npack, the second negative connector of the\nfirst\nbattery\npack is\ndirectly coupled to the first negative HV connector of the second\nbattery\npack, the second\nnegative HV connector of the second\nbattery\npack is directly coupled to the\nfirst negative HV\nconnector of the third\nbattery\npack, and the second negative HV connector of\nthe third\nbattery\npack is directly coupled to the front negative connector.\n4. The HV\nelectrical\nsystem of claim 3,\nwherein the front distribution box comprises a second front positive HV\nconnector\nand a second front HV negative connector, and wherein the rear distribution\nbox comprises a\nsecond rear positive HV connector and a second rear negative HV connector,\nwherein the\nbattery\npack assembly comprises a fourth\nbattery\npack, a fifth\nbattery\npack, and a sixth\nbattery\npack,\nwherein each of the fourth, fifth, and sixth\nbattery\npacks has first positive\nHV\nconnector, a second positive HV connector, a first negative HV connector, and\na second\nnegative HV connector,\nwherein the second front positive HV connector is directly coupled to the\nfirst\npositive connector of the fourth\nbattery\npack, the second positive connector\nof the fourth\nbattery\npack is directly coupled to the first positive connector of the fifth\nbattery\npack, the\nsecond positive connector of the fifth\nbattery\npack is directly coupled to the\nfirst positive\nconnector of the sixth\nbattery\npack, and the second positive connector of the\nsixth\nbattery\npack is directly coupled to the second rear positive connector, and\nwherein the second rear negative HV connector is directly coupled to the first\nHV\nnegative connector of the fourth\nbattery\npack, the second negative connector\nof the fourth\nbattery\npack is directly coupled to the first negative HV connector of the\nfifth\nbattery\npack,\nthe second negative HV connector of the fifth\nbattery\npack is directly coupled\nto the first\nnegative HV connector of the sixth\nbattery\npack, and the second negative HV\nconnector of\nthe sixth\nbattery\npack is directly coupled to the second front negative\nconnector.\n34\nAttorney Docket 75250.08700\nDate Recue/Date Received 2022-03-16\n75250.08716\n5. The HV\nelectrical\nsystem of claim 4,\nwherein the front distribution box comprises a third front positive HV\nconnector and a\nthird front HV negative connector,\nwherein the rear distribution box comprises a third rear positive HV connector\nand a\nthird rear negative HV connector;\nwherein the\nbattery\npack assembly comprises a seventh\nbattery\npack, an eighth\nbattery\npack, and a ninth\nbattery\npack,\nwherein each of the seventh, eighth, and ninth\nbattery\npacks has a first\npositive HV\nconnector, a second positive HV connector, a first negative HV connector, and\na second\nnegative HV connector,\nwherein the third front positive HV connector is directly coupled to the first\npositive\nconnector of the seventh\nbattery\npack, the second positive connector of the\nseventh\nbattery\npack is directly coupled to the first positive connector of the eighth\nbattery\npack, the second\npositive connector of the eighth\nbattery\npack is directly coupled to the first\npositive connector\nof the ninth\nbattery\npack, and the second positive connector of the ninth\nbattery\npack is\ndirectly coupled to the third rear positive connector, and\nwherein the third rear negative HV connector is directly coupled to the first\nHV\nnegative connector of the seventh\nbattery\npack, the second negative connector\nof the first\nbattery\npack is directly coupled to the first negative HV connector of the\neighth\nbattery\npack,\nthe second negative HV connector of the eighth\nbattery\npack is directly\ncoupled to the first\nnegative HV connector of the ninth\nbattery\npack, and the second negative HV\nconnector of\nthe ninth\nbattery\npack is directly coupled to the third front negative\nconnector.\n6. The HV\nelectrical\nsystem of claim 1,\nwherein the\nbattery\nassembly further comprises at least one\nbattery\nsub-\nassembly,\neach sub-assembly comprising multiple\nbattery\npacks,\nwherein the front distribution box comprises a number of front positive HV\nconnectors equal to the number of sub-assemblies and further comprises a\nnumber of front\nnegative HV connectors equal to the number of sub-assemblies,\nwherein the rear distribution box comprises a number of rear positive HV\nconnectors\nequal to the number of sub-assemblies and further comprises a number of rear\nnegative HV\nconnectors equal to the number of sub-assemblies, and\nwherein the front distribution box is\nelectrically\ncoupled to each of the sub-\nassemblies\nin parallel via a respective front positive connector and a respective front\nnegative connector,\nAttorney Docket 75250.08700\nDate Recue/Date Received 2022-03-16\n75250.08716\nand wherein the rear distribution box is\nelectrically\ncoupled to each sub-\nassembly in parallel\nvia a respective rear positive connector and a respective rear negative\nconnector.\n7. The HV\nelectrical\nsystem of claim 6, wherein each of the sub-assemblies\ncomprises at\nleast three\nbattery\npacks.\n8. The HV\nelectrical\nsystem of claim 1, wherein each of the at least one\nbattery\npacks\ncomprises:\na plurality of\nbattery\nmodules, wherein a first module assembly comprises a\nfirst half\nof the plurality of\nbattery\nmodules and a second module assembly comprises a\nsecond half of\nthe plurality of\nbattery\nmodules, and wherein the first module assembly is\nelectrically\ncoupled\nto the second module assembly; and\na circuit breaking system\nelectrically\ncoupled to the first module assembly\nand the\nsecond module assembly such that, responsive to a signal, the circuit breaking\nsystem\ndisables an\nelectrical\ncoupling between the first module assembly and the\nsecond module\nassembly.\n9. The HV\nelectrical\nsystem of claim 8,\nwherein the circuit breaking system comprises a pyro fuse,\nwherein the pyro fuse is\nelectrically\ncoupled to the first module assembly in\nseries at a\nfirst connector,\nwherein the pyro fuse is\nelectrically\ncoupled to the second module assembly in\nseries\nat a second connector, and\nwherein, responsive to the signal, the pyro fuse breaks to disable the\nelectrical\ncoupling between the first module assembly and the second module assembly.\n10. The HV\nelectrical\nsystem of claim 8, wherein the circuit breaking\nsystem comprises:\na manual service disconnect (MSD) switch, wherein the MSD switch, in a closed\nposition,\nelectrically\ncouples the first module assembly in series with the\nsecond module\nassembly; and\na miniature circuit breaker (MCB) coupled to the MSD switch, such that when\nthe\nMCB transmits a signal to the MSD switch, the MSD switch flips to an open\nposition to\ndisable the\nelectrical\ncoupling between the first module assembly and the\nsecond module\nassembly.\n36\nAttorney Docket 75250.08700\nDate Recue/Date Received 2022-03-16\n75250.08716\n11. The HV\nelectrical\nsystem of claim 1, further comprising a master\nbattery\nmanagement\nsystem (BMS)\nelectrically\ncoupled to the\nbattery\nassembly, wherein the master\nBMS is\nconfigured to receive and transmit signals to and from components of the\nbattery\nassembly.\n12. The HV\nelectrical\nsystem of claim 11,\nwherein each\nbattery\npack is\nelectrically\ncoupled to a pack BMS,\nwherein the pack BMS is configured to monitor operation of the\ncorresponding\nbattery\npack, and\nwherein the pack BMS is configured to receive and transmit signals to and\nfrom the\nbattery\npack.\n13. The HV\nelectrical\nsystem of claim 12, wherein the master BMS comprises\ninstructions that, when executed by the master BMS responsive to receiving a\nsignal\nindicating an emergency event associated with the\nbattery\nassembly, cause the\nmaster BMS\nto:\ndetermine if one or more\nbattery\npacks in the\nbattery\nassembly are affected by\nthe\nemergency event; and\nif a\nbattery\npack is affected, transmit a signal to the pack BMS of the\naffected\nbattery\npack to deactivate the affected\nbattery\npack.\n14. A method of managing operation of\nbattery\nassembly of a\nvehicle\n, the\nmethod\ncomprising:\nreceiving a signal indicating a discrepancy in a\nbattery\npack of the\nbattery\nassembly;\nand\nisolating the\nbattery\npack from one or more remaining components of the\nbattery\nassembly.\n15. The method of claim 14, wherein isolating the\nbattery\npack from\nremaining\ncomponents of the\nbattery\nassembly further comprises at least one of:\ndisabling\nelectrical\ncoupling between a first\nbattery\nmodule and a second\nbattery\nmodule in the\nbattery\npack;\ndisabling\nelectrical\ncoupling between the\nbattery\npack and remaining\ncomponents of\nthe\nbattery\nassembly and\n37\nAttorney Docket 75250.08700\nDate Recue/Date Received 2022-03-16\n75250.08716\ntransitioning the\nbattery\npack to an inoperable state.\n16. The method of claim 15, wherein disabling\nelectrical\ncoupling between a\nfirst\nbattery\nmodule and a second\nbattery\nmodule further comprises communicating a signal to\nactivate a\npyrofuse and break circuit path between the first\nbattery\nmodule and the\nsecond\nbattery\nmodule.\n17. The method of claim 14, wherein receiving a signal indicating a\ndiscrepancy in a\nbattery\npack of the\nbattery\nassembly further comprises at least one of:\nreceiving a signal that the\nbattery\npack is impacted by an emergency\nsituation; and\nreceiving a signal that the\nbattery\npack is functioning abnormally in\ncomparison to at\nleast one other\nbattery\npack of the\nbattery\nassembly.\n18. A\nbattery\nassembly for an\nelectric\nvehicle\n, the\nbattery\nassembly\ncomprising:\na plurality of high-voltage\nbattery\npacks,\nwherein each\nbattery\npack is\nelectrically\ncoupled in parallel with each other\nbattery\npack,\nwherein each\nbattery\npack is configured to operate at a voltage between 520\nvolts and\n800 volts, and\nwherein each\nbattery\npack is configured to operate within 12 volts of each of\nthe other\nbattery\npacks of the plurality of high-voltage\nbattery\npacks.\n19. The\nbattery\npack assembly of claim 18, further comprising:\na plurality of sub-assemblies, each sub-assembly comprising at least two\nbattery\npacks, wherein each of the plurality of sub-assemblies are\nelectrically\ncoupled to one another\nin parallel.\n20. The\nbattery\npack assembly of claim 18, wherein each of the plurality of\nbattery\npacks\ncomprise a plurality of\nbattery\nmodules; and wherein each of the plurality of\nbattery\npacks\ncomprise at least eight\nbattery\nmodules\nelectrically\ncoupled in series with\none another.\n38\nAttorney Docket 75250.08700\nDate Recue/Date Received 2022-03-16 | 63/119,401 | United States of America | 2020-11-30 | Un système électrique de véhicule haute tension comprend : une boîte de dérivation avant ayant un connecteur haute tension positif avant et un connecteur haute tension négatif avant; une boîte de dérivation arrière ayant un connecteur haute tension positif arrière et un connecteur haute tension négatif arrière; et un ensemble de bloc-batterie comprenant un bloc-batterie. L'ensemble de bloc-batterie comprend des connecteurs haute tension positifs de bloc et des connecteurs haute tension négatifs de bloc. La boîte de dérivation avant, l'ensemble de bloc-batterie et la boîte de dérivation arrière sont couplés électriquement en parallèle. Le connecteur haute tension positif avant est couplé directement au premier des connecteurs haute tension positifs de bloc; un deuxième des connecteurs haute tension positifs de bloc est couplé directement au connecteur haute tension positif arrière; le connecteur haute tension négatif arrière est couplé au premier des connecteurs haute tension négatifs de bloc; et un deuxième des connecteurs haute tension négatifs de bloc est couplé directement au connecteur haute tension négatif avant. | True |
| 434 | Patent 2594772 Summary - Canadian Patents Database | CA 2594772 | NaN | MOTORIZED WATERCRAFT WITH A CONTROL DEVICE | BATEAU A MOTEUR A DISPOSITIF DE COMMANDE | NaN | BAUER, RALF, GRIMMELSEN, JUERGEN | 2011-04-26 | 2006-01-10 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | ROTINOR GMBH | CLAIMS:\n1. A motorized watercraft with a control device and with a drive unit,\nhaving a screw driven by an\nelectric\nmotor, wherein the\nelectric\nmotor, an\noperating\nunit, a motor control device, a\nbattery\ncontrol device and a\nbattery\nare\narranged in a\nvehicle\nbody, and wherein the screw is arranged in a flow channel in the\nvehicle\nbody,\nwherein the operating unit, the motor control device, and the\nbattery\ncontrol device are brought into data communication by means of a communication\narrangement controlled by the control device,\ncharacterized in that\nthe controlled communication arrangement has a system bus for data\nexchange.\n2. The watercraft in accordance with claim 1,\ncharacterized in that\ndata transmission contacts and power transmission contacts are\ncombined in a releasable full-load pin-and-socket connector.\n3. The watercraft in accordance with claim 1,\ncharacterized in that\nthe system bus is designed as a two-wire system for bidirectional\ndifferential signal transmission.\n4. The watercraft in accordance with any one of claims 1 to 3,\ncharacterized in that\nthe controlled communication arrangement has an RS-485\ntransmission arrangement.\n-16-\n5. The watercraft in accordance with any one of claims 1 to 4,\ncharacterized in that\nthe operating unit is embodied as a bus master, and the motor control\ndevice and\nbattery\ncontrol device as slaved bus devices.\n6. The watercraft in accordance with one of claims 1 to 5,\ncharacterized in that\na wireless interface is provided for the data exchange between the\ncontrol device and a service arrangement.\n7. The watercraft in accordance with claim 6,\ncharacterized in that\nthe wireless interface is designed as a bidirectional infrared interface\nor other optical interface.\n8. The watercraft in accordance with claims 6 or 7,\ncharacterized in that\na timed multiplex method with a variable time raster for the\ntransmitter and receiver is provided for the wireless interface.\n9. The watercraft in accordance with any one of claims 6 to 8,\ncharacterized in that\nbootstrap loader software for data transfer via the wireless interface is\nprovided for the controlled communication device.\n10. The watercraft in accordance with any one of claims 6 to 9,\ncharacterized in that\naccess authorization devices are provided for the data transfer via the\nwireless interface.\n-17-\n11. The watercraft in accordance with any one of claims 1 to 10,\ncharacterized in that\naccess authorization is provided for access to internal parameters,\nmeasured values, settings and programming.\n12. The watercraft in accordance with any one of claims 1 to 11,\ncharacterized in that\nthe motor control device has at least one optical sensor and at least one\nwater sensor.\n13. The watercraft in accordance with any one of claims 1 to 12,\ncharacterized in that\nthe\nbattery\ncontrol device has at least one optical sensor and at least\none water sensor.\n14. The watercraft in accordance with any one of claims 1 to 13,\ncharacterized in that\nwatertight hidden operating elements are arranged on the control\ndevice.\n15. The watercraft in accordance with any one of claims 1 to 14,\ncharacterized in that\nan acoustical alarm arrangement is provided in the\nbattery\ncontrol\ndevice.\n16. The watercraft in accordance with any one of claims 1 to 15,\ncharacterized in that\na time-recording arrangement is provided in the control device, which\nacts on the drive unit.\n-18-\n17. The watercraft in accordance with any one of claims 1 to 16,\ncharacterized in that\nat least one water pressure sensor is arranged in the control device.\n18. The watercraft in accordance with any one of claims 1 to 17,\ncharacterized in that\nthe operating unit has at least one handle with a hand grip sensor, and\nthat the hand grip sensor consists of a movably seated permanent magnet, which\nis in\noperative connection with two magnetic field sensors.\n19. The watercraft in accordance with claim 18,\ncharacterized in that\nan error detector by means of forming a summing signal from the two\nsignals of the magnetic field sensors is provided in the hand grip sensor for\nthe\nevaluation of the signals from the two magnetic field sensors.\n20. A method for operating a control device of a motorized watercraft,\nhaving a drive unit with a screw driven by an\nelectric\nmotor, wherein the\nelectric\nmotor, an operating unit, a motor control device, a\nbattery\ncontrol device and\na\nbattery\nare arranged in a\nvehicle\nbody, and wherein the screw is arranged in a\nflow\nchannel in the\nvehicle\nbody,\nwherein data are transmitted between the operating unit, the motor\ncontrol device and the\nbattery\ncontrol device by means of a controlled\ncommunication\narrangement,\ncharacterized in that\nthe controlled communication arrangement has a system bus for data\nexchange.\n-19-\n21. The method in accordance with claim 20,\ncharacterized in that\nthe data transfer and the power transmission is performed via a\nreleasable full-load pin-and-socket connector.\n22. The method in accordance with claim 20 or 21,\ncharacterized in that,\nin case of an interruption of or interference with the controlled\ncommunication arrangement of more than 3 seconds, the\nbattery\ncontrol device\nswitches off the voltage at the full-load pin-and-socket connector completely.\n23. The method in accordance with one of claims 20 or 22,\ncharacterized in that,\nwith the\nelectric\nmotor stopped, a maximum of 16 V, along with a\ncurrent limitation of 500 mA, are switched through by the\nbattery\ncontrol\ndevice to\nthe full-load pin-and-socket connector.\n24. The method in accordance with any one of claims 20 to 23,\ncharacterized in that\ndiagnostic information regarding extreme values in connection with at\nleast one of the states of temperature, current and water pressure, as well as\nat least\none of the events of an open equipment, penetrated water, drive malfunction\nand\nsensor errors, is stored in the control device.\n25. The method in accordance with any one of claims 20 to 24,\ncharacterized in that\nin case of the triggering of an emergency stop, a command for the\nelectric\nmotor to stop is sent by the operating unit via the system bus to the\nmotor\ncontrol device, and\nthe operating unit requests the number of revolutions of the\nelectric\nmotor via the system bus, and\n-20-\nin case a number of revolutions greater than zero is detected, a power\nstage of the motor control device is switched off, and\nin case of a number of revolutions greater than zero subsequently\ndetected, the voltage supply to the motor control device is switched off by\nmeans of\nan emergency shut-off signal, which is independent of the system bus.\n26. The method in accordance with any one of claims 20 to 25,\ncharacterized in that\nfor transporting the motorized watercraft with the charging device\nconnected, a signal is output to the\nbattery\ncontrol device via the operating\nunit,\nwhereupon the\nbattery\ncontrol device checks the charge status of the\nbattery\nand, with\na charge state of more than 10% of maximum capacity, signals an error, and at\na\ncharge state of less than 10% of maximum capacity, starts a charging process\nup to\n10% of maximum capacity.\n27. The method in accordance with any one of claims 20 to 26,\ncharacterized in that\nfor transporting the motorized watercraft, a command for changing\ninto a transport mode is transmitted by the operating unit via the system bus\nto the\nbattery\ncontrol device, and\nthe\nbattery\ncontrol device shuts off operating voltage from the full-\nload pin-and-socket connector, and\nall components in the\nbattery\ncontrol device, except for a safety\ncontroller, are cut off from the\nelectric\ncurrent supply.\n28. The method in accordance with any one of claims 20 to 27,\ncharacterized in that\nin the transport mode the safety controller monitors the voltage and\ntemperature of the\nbattery\n, as well as an optical sensor.\n-21-\n29. The method in accordance with any one of claims 20 to 28,\ncharacterized in that\nthe safety controller monitors the voltage at the charging socket and\nwhen connected with a charging device, it places the\nbattery\ncontrol device\ninto the\nnormal operating mode.\n-22- | 10 2005 001 817.3 | Germany | 2005-01-13 | L'invention concerne un bateau à moteur présentant un dispositif de commande (1) et une unité d'entraînement (30) comportant une hélice entraînée par un moteur électrique (31), ledit moteur électrique (31), une unité de commande (10), une commande du moteur (20), une commande d'accumulateur (50) et un accumulateur (60) étant disposés dans la coque, l'hélice étant disposée dans un canal d'écoulement dans la coque. En vue de relier les composants commandés et à commander, au moyen d'une architecture de système, d'un bus de système et d'une interface homme-machine, l'invention est caractérisée en ce que l'unité de commande (10), la commande de moteur (20) et la commande d'accumulateur (50) sont amenés en liaison de transmission de données, au moyen d'un dispositif de communication commandé via le dispositif de commande (1). De cette façon, le transfert de données est particulièrement exempt de défaillances, une surveillance constante des composants du système peut être effectuée et l'on peut en outre, en cas de besoin, procéder à une mise hors circuit de secours. | True |
| 435 | Patent 2955876 Summary - Canadian Patents Database | CA 2955876 | NaN | VEHICLECHARGING STATION WITH AN ARTICULATED ARM | STATION DE CHARGE DE VEHICULE AVEC UN BRAS ARTICULE | NaN | BUHS, FLORIAN, ENENKEL, PETER, FRANCKE, JURGEN, ROMPE, ANDRE, VOSS, FRANK, LASKE, ANDREAS | NaN | 2015-06-23 | SMART & BIGGAR LLP | English | SIEMENS AKTIENGESELLSCHAFT | 15\nClaims\n1 A\nvehicle\ncharging station for charging the energy\naccumulator (17) in a\nbattery\n-driven\nvehicle\n(5), in\nparticular an\nelectric\nbus or hybrid\nvehicle\n, wherein the\nvehicle\n(5) parks during the charging process in a pre-\ndefined parking position (24), comprising:\na) a base (2), which is arranged in the vicinity of the\npre-defined parking position (24);\nb) an articulated arm (4), one end of which is mounted in\na revolute joint (3) on the base (2) and is rotary\ndriven by means of a rotary drive (31), and the other\nend of which is connected to a supply-contact device\n(8) by means of a second revolute joint (7), so that\nthe supply-contact device (8) can be moved, by means of\na pivoting movement of the articulated arm (4) between\nan idle position, in which the supply-contact device\n(8) is located above the\nvehicle\nroof (10), and a\nworking position, in which for charging purposes\nelectrical\ncontact is made between the supply-contact\ndevice (8) and a receiving-contact device (9) arranged\nin a static manner on the\nvehicle\nroof (10).\n2. The\nvehicle\ncharging station as claimed in claim 1,\ncharacterized in that the supply-contact device (8) is set\nup to make\nelectrical\ncontact with contact strips of a\nreceiving-contact device (9), which are essentially\narranged in a plane of the\nvehicle\nroof (10) or in plane\nparallel hereto.\n3. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8) is set\nup to make\nelectrical\ncontact with at least two\nlongitudinal contact strips of the receiving-contact device\n16\n(9), which are arranged in their longitudinal extension\neither in the direction of or transversely to the direction\nof the longitudinal extension of the\nvehicle\n(5).\n4. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8)\ncomprises four contact strips, which are arranged in the\nform of a cross, in order to make\nelectrical\ncontact with\ncorresponding contact strips of the receiving-contact\ndevice (9), which are arranged in the form of a square on\nthe\nvehicle\nroof (10).\n5. The\nvehicle\ncharging station as claimed in one of the\nclaims 2 -4, characterized in that the rotary drive (31) is\nan\nelectrical\npositioning drive and the second revolute\njoint (7) is operatively coupled with this rotary drive\n(31) in such a way that in the working position, contact\nelements of the supply-contact device (8) are essentially\naligned parallel to the plane of the\nvehicle\nroof (10) and\nlie flat against corresponding contact elements of the\nreceiving-contact device (9), held by spring force.\n6. The\nvehicle\ncharging station as claimed in one of the\nclaims 2-4, characterized in that the rotary drive (31) is\narranged on the base (2) at a height (23), wherein the\nheight (23) can set by means of a drive.\n7. A method for charging the energy accumulator (17) in a\nbattery\n-driven\nvehicle\n(5), in particular an\nelectric\nbus\nor hybrid\nvehicle\n, wherein for charging purposes the\nvehicle\n(5) is brought into a predefined parking position\n(24), with a charging station (1), comprising:\ni. a base (2), which is arranged in the vicinity of\nthe pre-defined parking position (24);\nii. an articulated arm (4), one end of which is\n17\nmounted in a revolute joint (3) attached to the\nbase (2) and is rotary driven about an axis (25)\nby means of a rotary drive (31), and the other\nend of which is connected to a supply-contact\ndevice (8) by means of a second revolute joint\n(7), characterized by the following method step:\niii. for charging of the energy accumulator the\nsupply-contact device (8) is pivoted by means of\nthe rotary drive (31) from an idle position, in\nwhich the supply-contact device (8) is located in\na position above the\nvehicle\nroof (10), into a\nworking position, in which an\nelectrical\nconnection is made between corresponding contacts\nof the supply-contact device (8) and a receiving-\ncontact device (9) arranged on the\nvehicle\nroof\n(10).\n8. The method as claimed in claim 7, characterized in that the\npivoting movement between the idle position and the working\nposition takes place in a pivoting plane which is\nessentially arranged at right angles to the direction of\nthe longitudinal extension of the\nvehicle\n(10) parking in\nthe parking position (24).\n9. The method as claimed in one of the claims 7 or 8,\ncharacterized in that the rotary drive (31) is controlled\nby a control device (18).\n10. The method as claimed in claim 9, characterized in that a\nvehicle\nposition signal from a parking position detection\ndevice (15) is fed to the control device (18), by means of\nwhich the pivoting movement and the charging process are\nautomatically initiated.\n11. A\nbattery\n-driven, not rail-mounted\nvehicle\n(5) with a\n18\nreceiving-contact device (9), which is fixedly attached to\nthe\nvehicle\nroof (10) and has longitudinal contact strips,\nwhich are arranged either in the form of a cross or in the\nform of a square or rectangle.\n12. The\nvehicle\nas claimed in claim 11, characterized in that\nthe contact strips (11) are embedded at least in part in a\ncontact plate (16) formed from an\nelectrical\ninsulator.\n13. The\nvehicle\nas claimed in claim 12, characterized in that\nthe contact plate (16) has the form of a truncated pyramid\nand the contact strips (11) are arranged in the area of the\nedges of the top surface of the truncated pyramid. | A 50508/2014 | Austria | 2014-07-23 | L'invention concerne une station de charge de véhicule servant à charger l'accumulateur d'énergie (17) dans un véhicule alimenté par batterie (5), en particulier un bus électrique ou un véhicule hybride. Le véhicule (5) stationne dans une position de stationnement (24) prédéfinie pendant le processus de charge. L'objet de l'invention comprend : a) une base (2) qui est disposée à proximité de la position de stationnement (24) prédéfinie ; b) un bras articulé (4) qui est supporté par l'une de ses extrémités dans une articulation tournante (3) sur la base (2) et entraîné en rotation au moyen d'un entraînement rotatif (31), et qui est relié par son autre extrémité à un dispositif de contact d'alimentation (8) par l'intermédiaire d'une deuxième articulation tournante (7), de sorte que le dispositif de contact d'alimentation (8), par un mouvement de pivotement du bras articulé (4), peut être déplacé entre une position de repos, dans laquelle le dispositif de contact d'alimentation (8) se trouve au-dessus du toit du véhicule (10), et une position de travail, dans laquelle un contact électrique est établi à des fins de charge entre le dispositif de contact d'alimentation (8) et un dispositif de contact d'accueil (9) disposé en position fixe sur le toit du véhicule (10). | True |
| 436 | Patent 2589892 Summary - Canadian Patents Database | CA 2589892 | NaN | SECONDARYBATTERYMODULE | MODULE DE BATTERIE SECONDAIRE | NaN | HA, JIN WOONG, KIM, JEEHO, LEE, HANHO | 2010-09-14 | 2005-11-29 | GOWLING WLG (CANADA) LLP | English | LG ENERGY SOLUTION, LTD. | Claims:\n1. A high-output, large-capacity secondary\nbattery\nmodule, having a plurality\nof\nunit cells\nelectrically\nconnected to each other, for charging and discharging\nelectricity\n,\nwherein the\nbattery\nmodule comprises:\na lower case on which the unit cells are sequentially stacked one on another,\nthe\nlower case having an upper receiving part;\nan upper case for covering the upper end of the unit cells stacked on the\nlower\ncase, the upper case having a lower receiving part;\na first circuit unit for performing the\nelectrical\nconnection between the\nstacked\nunit cells, the first circuit unit including a sensing board assembly for\nsensing the\nvoltage, the current and/or the temperature of the\nbattery\n;\na second circuit unit\nelectrically\nconnected to the first circuit unit, the\nsecond\ncircuit unit including a main board assembly for controlling the\nbattery\nmodule; and\na third circuit unit\nelectrically\nconnected to the second circuit unit, the\nthird\ncircuit unit also being connected to an external output terminal while\npreventing\novercurrent, overcharge and/or overdischarge.\n2. The\nbattery\nmodule as set forth in claim 1, wherein the secondary cells are\npouch-shaped cells.\n3. The\nbattery\nmodule as set forth in claim 1, further comprising:\ndouble-sided adhesive members disposed between the unit cells.\n4. The\nbattery\nmodule as set forth in claim 1, further comprising:\na plate-shaped, high-strength safety member disposed between the uppermost\none of the stacked unit cells and the upper case such that the safety member\nis arranged\nin parallel with the electrode plate of the uppermost unit cell.\n5. The\nbattery\nmodule as set forth in claim 1, wherein\neach of the unit cells has plate-shaped electrode terminals, at which are\nformed\nconnecting through-holes, respectively, and\nthe upper case and the lower case are fixed to each other by fixing members,\nwhich are inserted through the connection through-holes.\n6. The\nbattery\nmodule as set forth in claim 5, further comprising:\nan insulating member mounted between the electrode terminals of the\n-20-\nneighboring unit cells for accomplishing the\nelectrical\ninsulation between the\nelectrode\nterminals, the insulating member having protrusions, which are fitted in the\nconnecting\nthrough-holes; and\na connecting member coupled to the insulating member for\nelectrically\nconnecting the electrode terminals of the unit cells coupled to the insulating\nmember in\nseries or in parallel with each other.\n7. The\nbattery\nmodule as set forth in claim 6, wherein\neach of the protrusions has a through-hole whose inner diameter is less than\nthat\nof connecting through-holes of the electrode terminals, and\nthe unit cells are connected with each other by stacking the unit cells while\nthe\ninsulating members are disposed between the unit cells and inserting fixing\nmembers\nthrough the through-holes of the protrusions.\n8. The\nbattery\nmodule as set forth in claim 1, wherein the first circuit unit\nincludes:\nconnecting members for connecting the unit cells in parallel or in series with\neach other; and\nthe sensing board assembly for receiving voltage and current signals from the\nrespective unit cells and sensing the temperature of the\nbattery\n.\n9. The\nbattery\nmodule as set forth in claim 8, further comprising:\na safety member connected between the connecting members for interrupting\ncurrent when overcurrent or overheating occurs.\n10. The\nbattery\nmodule as set forth in claim 1, wherein\nthe first circuit unit is mounted at one side surface of the module adjacent\nto the\nelectrode terminals of the unit cells,\nthe second circuit unit is mounted in the lower receiving part of the lower\ncase,\nand\nthe third circuit unit is mounted at the other side surface of the module\nopposite\nto the electrode terminals of the unit cells.\n11. The\nbattery\nmodule as set forth in claim 1, wherein the third circuit unit\nincludes:\nswitching elements for controlling overcurrent while the\nbattery\nmodule is\ncharged and discharged.\n-21-\n12. The\nbattery\nmodule as set forth in claim 1, wherein the third circuit unit\ncomprises a switching board, which includes:\nswitching elements for controlling charge and discharge of the\nbattery\nmodule;\nand\na heat sink structure connected to the switching elements.\n13. The\nbattery\nmodule as set forth in claim 12, wherein the switching\nelements are\nfield effect transistor (FET) elements.\n14. The\nbattery\nmodule as set forth in claim 1, wherein the\nbattery\nmodule is\nused\nas a power source for\nelectric\nbicycles,\nelectric\nmotorcycles,\nelectric\nvehicles\n, or hybrid\nelectric\nvehicles\n.\n-22- | 10-2004-0112589 | Republic of Korea | 2004-12-24 | L~invention concerne un module de batterie secondaire de grande capacité à haut rendement, ayant une pluralité de cellules unitaires connectées électriquement les unes aux autres, pour charger et décharger de l~électricité. Une pluralité de cellules unitaires sont empilées les unes sur les autres et montées sur une plaque, de préférence, entre un boîtier supérieur et un boîtier inférieur, qui sont séparés l~un de l~autre. Des unités de circuit sont montées en continu au niveau des surfaces latérales du module pour détecter la tension, l~intensité et la température de la batterie, contrôler la batterie et interrompre l~électricité lorsqu~une surintensité est générée, moyennant quoi le module de batterie secondaire est construit dans une structure compacte, la conception du module de batterie est changée facilement selon la capacité électrique et le rendement, et les composants du module de batterie sont montés de manière stable. | True |
| 437 | Patent 3221202 Summary - Canadian Patents Database | CA 3221202 | NaN | LITHIUM NICKEL-BASED COMPOSITE OXIDE AS A POSITIVE ELECTRODE ACTIVE MATERIAL FOR SOLID-STATE LITHIUM-ION RECHARGEABLEBATTERIES | OXYDE COMPOSITE A BASE DE NICKEL-LITHIUM UTILISE EN TANT QUE MATERIAU ACTIF D'ELECTRODE POSITIVE POUR BATTERIES RECHARGEABLES AU LITHIUM-ION A L'ETAT SOLIDE | NaN | KANG, JIHOON, PARK, GYEONGSEO, PAULSEN, JENS MARTIN, KUMAKURA, SHINICHI | NaN | 2022-05-25 | MACRAE & CO. | English | UMICORE | CA 03221202 2023-11-22\nWO 2022/248534\nPCT/EP2022/064162\n17\nCLAIMS\n1.- A positive electrode active material for solid-state\nbatteries\n, wherein\nthe positive\nelectrode active material comprises Li, M', and oxygen, wherein M' comprises:\n- Ni in a content x between 50.0 mol% and 95.0 mol%, relative to M';\n- Co in a content y between 0.0 mol% and 40.0 mol%, relative to M';\n- Mn in a content z between 0.0 mol% and 70.0 mol%, relative to M';\n- Al in a content v between 0.1 mol% and 3.0 mol%;\n- W in a content w between 0.05 mol% and 2.0 mol%;\n- F in a content f lower than 2.0 mol%;\n- elements other than Li, 0, Ni, Co, Mn, Al, W and F in a content q less\nthan 3.0 mol%,\nrelative to M', - wherein x, y, z, v, w and q are measured by ICP and wherein\nf is measured\nby IC;\n- wherein (x+y+z+v+w+f+q)= 100.0 mol%;\nwherein the positive electrode active material has ratios AIB/v > 25.0 and\nWB/w > 5.0,\nwherein AIB and WB are determined by XPS analysis, wherein AIB and WB are\nexpressed as\nmol% compared to the sum of Ni, Co, Mn, Al, W, and F as measured by XPS\nanalysis.\n2.- Positive electrode active material according to claim 1, wherein the ratio\nAIB/v is higher\nthan 50.0, preferably higher than 60.0 and more preferably higher than 70Ø\n3.- Positive electrode active material according to claim 1 or claim 2,\nwherein Mn in a\ncontent z between 0.0 mol% and 40.0 mol%, relative to M'.\n4.- Positive electrode active material according to any one of the previous\nclaims, wherein\nthe ratio AIB/v is lower than 250.0 and preferably lower than 200Ø\n5.- Positive electrode active material according to any one of the previous\nclaims, wherein\nthe ratio WB/w is higher than 10.0, preferably higher than 21.0 and more\npreferably higher\nthan 22Ø\n6.- Positive electrode active material according to any one of the previous\nclaims, wherein\nthe ratio WB/w is lower than 150.0 and preferably lower than 100Ø\n7.- Positive electrode active material according to any one of the previous\nclaims, f>0,\nwherein the positive electrode active material has ratio FB/f > 10.0, wherein\nFB is\ndetermined by XPS analysis, wherein FB is expressed as mol% compared to the\nsum of Ni,\nCo, Mn, Al, W, and F, as measured by XPS analysis.\nCA 03221202 2023-11-22\nWO 2022/248534\nPCT/EP2022/064162\n18\n8.- Positive electrode active material according to any one of the previous\nclaims, wherein\nsaid positive electrode active material comprises secondary particles\ncomprising more than\none primary particle.\n9.- Positive electrode active material according to any one of the previous\nclaims, wherein\nsaid positive electrode active material comprises single-crystalline\nparticles.\n10.- A positive electrode for lithium-ion rechargeable\nbatteries\n, comprising a\npositive\nelectrode active material according to any one of the preceding claims.\n11.- A polymer cell for lithium-ion rechargeable\nbatteries\n, comprising a\npositive electrode\nactive material according to any one of the claims 1-9.\n12.- A lithium-ion rechargeable\nbattery\ncomprising a positive electrode active\nmaterial\naccording to any one of the claims 1-9.\n13. - A method for manufacturing a positive electrode active material for\nsolid-state\nbatteries\n, comprising the consecutive steps of\n- preparing a lithium transition metal-based oxide compound,\n- mixing said lithium transition metal-based oxide compound with sources of Al\nand W,\nthereby obtaining a mixture, and\n- heating the mixture in an oxidizing atmosphere in a furnace at a\ntemperature between\n250 C and less than 500 C, preferably at most 450 C, for a time between 1\nhour and 20\nhours so as to obtain said the positive electrode active material powder.\n14.- Method according to claim 13, wherein said mixing said lithium transition\nmetal-based\noxide compound with an additional source of F obtaining the mixture.\n15.- Method according to claim 13 and 14, wherein said positive electrode\nactive material is\nthe positive electrode active material according to any of claims 1 to 9.\n16.- A method for manufacturing a polymer cell for solid-state lithium-ion\nrechargeable\nbattery\n, wherein said method comprises the steps of:\n- a step of preparing a solid polymer electrolyte film by mixing a first\npolyethylene oxide\nhaving a molecular weight of less than 1,500,000 g/mol and more than 500,000\ng/mol with\na lithium salt in a nonaqueous solvent;\n- a step of preparing a positive electrode by mixing a second polyethylene\noxide, a lithium\nsalt, a positive electrode active material, and a conductor powder in a\nnonaqueous solvent,\nCA 03221202 2023-11-22\nWO 2022/248534\nPCT/EP2022/064162\n19\nwherein the second polyethylene oxide has a molecular weight of less than\n300,000 and\nmore than 50,000g/mol;\n- a step of preparing a negative electrode comprising a lithium metal; and\n- a step of assembling the solid polymer electrolyte film, the positive\nelectrode and the\nnegative electrode to form a polymer cell for a solid-state rechargeable\nbattery\n.\n17.- A method according to claim 16, wherein the positive electrode active\nmaterial is the\npositive electrode active material according to any one of claims 1 to 9. | 63/193,759 | United States of America | 2021-05-27 | La présente invention concerne un oxyde composite à base de nickel-lithium utilisé en tant que matériau actif d'électrode positive pour des batteries rechargeables au lithium-ion appropriées pour des applications de véhicule électrique et de véhicule électrique hybride, comprenant des particules d'oxyde à base de nickel-lithium comprenant du tungstène. | True |
| 438 | Patent 3002938 Summary - Canadian Patents Database | CA 3002938 | NaN | MULTI POWER SOURCEDELECTRICVEHICLE | VEHICULE ELECTRIQUE A MULTIPLES SOURCES D'ENERGIE | NaN | BOYS, JOHN TALBOT, COVIC, GRANT ANTHONY | 2021-06-29 | 2008-05-09 | GOWLING WLG (CANADA) LLP | English | AUCKLAND UNISERVICES LIMITED | 22\nCLAIMS\n1. An apparatus for charging a\nbattery\n, the apparatus comprising:\na first power transfer coupling arranged to selectively couple to the\nbattery\nto charge at\na first power transfer rate;\na second power transfer coupling arranged to selectively couple to the\nbattery\nto\ncharge at a second power transfer rate, wherein the second power transfer rate\nis lower than\nthe first power transfer rate and wherein the second power transfer coupling\ncomprises a\npickup pad\nelectrically\ncoupled to the\nbattery\n, wherein power is transferred\nto the pickup pad\nfrom a charging pad by inductive power transfer;\nwherein the first power transfer coupling comprises a socket\nelectrically\ncoupled to the\nbattery\nand is selected in response to a cable being plugged into the socket\nwhere the cable is\nconnected to an\nelectrical\nsupply rated at least at the first power transfer\nrate.\n2. An apparatus according to claim 1, wherein the second power transfer\ncoupling is\nadapted to selectively couple to the\nbattery\nto charge at the second power\ntransfer rate in\nresponse to unplugging the cable.\n3. An apparatus according to claim 1 or claim 2, further comprising an\nindicator arranged\nto indicate when the\nbattery\nis being charged.\n4. An apparatus according to any one of claims 1 to 3, further comprising\nan indicator\narranged to indicate alignment between the charging pad and pickup pad.\n5. An apparatus according to claim 1, wherein the pickup pad comprises:\none or more ferromagnetic slabs in a first layer;\na coil having at least one turn of a conductor, the coil being arranged in a\nsecond layer\nsubstantially parallel to that of said ferromagnetic slabs; and\na shield member comprising a backplate defining a third layer, said backplate\narranged\nto control said magnetic field generated by said coil.\n6. A\nbattery\ncharging system comprising:\nan inductive power receiver including a\nbattery\nand a pickup pad;\nDate Recue/Date Received 2020-07-31\n23\nan inductive power transmitter including a charging pad for inductively\ntransferring\npower to the pickup pad;\nthe inductive power receiver further comprising:\na first power transfer coupling arranged to selectively couple the\nbattery\nto\ncharge at a\nfirst power transfer rate;\na second power transfer coupling arranged to selectively couple the\nbattery\nto\ncharge\nat a second power transfer rate, wherein the second power transfer rate is\nlower than the first\npower transfer rate; and\nwherein the first power transfer coupling comprises a socket\nelectrically\ncoupled to the\nbattery\nand is selected in response to a cable being plugged into the socket\nwhere the cable is\nconnected to an\nelectrical\nsupply rated at least at the first power transfer\nrate.\n7. A system as claimed in claim 6, wherein the second power transfer\ncoupling is adapted\nto selectively couple the\nbattery\nto charge at the second power transfer rate\nin response to\nunplugging the cable.\n8. A system as claimed in claim 6 or clam 7, further comprising an\nindicator arranged to\nindicate when the\nbattery\nis being charged\n9. A system as claimed in any one of claims 6 to 8, further comprising an\nindicator\narranged to indicate alignment between the charging pad and pickup pad.\n10. A system as claimed in any one of claims 6 to 9, wherein the pickup\npad and/or the\ncharging pad comprises:\none or more ferromagnetic slabs in a first layer;\na coil having at least one turn of a conductor, the coil being arranged in a\nsecond layer\nsubstantially parallel to that of said ferromagnetic slabs; and\na shield member comprising a backplate defining a third layer, said backplate\narranged\nto control said magnetic field generated by said coil.\nDate Recue/Date Received 2020-07-31 | 555128 | New Zealand | 2007-05-10 | Une plaque de transfert dénergie par induction (IPT) et un système pour la charge de véhicules électriques et électriques hybrides sont décrits. La batterie dun tel véhicule peut être sélectivement couplée à une alimentation électrique de puissance élevée pour une charge rapide ou à une alimentation électrique de puissance inférieure pour une charge utilisant lIPT. Les batteries des véhicules sont utilisées dans un système pour commander la demande de charge dans un réseau délectricité par des variations de la fréquence dalimentation. | True |
| 439 | Patent 3221202 Summary - Canadian Patents Database | CA 3221202 | NaN | LITHIUM NICKEL-BASED COMPOSITE OXIDE AS A POSITIVE ELECTRODE ACTIVE MATERIAL FOR SOLID-STATE LITHIUM-ION RECHARGEABLEBATTERIES | OXYDE COMPOSITE A BASE DE NICKEL-LITHIUM UTILISE EN TANT QUE MATERIAU ACTIF D'ELECTRODE POSITIVE POUR BATTERIES RECHARGEABLES AU LITHIUM-ION A L'ETAT SOLIDE | NaN | KANG, JIHOON, PARK, GYEONGSEO, PAULSEN, JENS MARTIN, KUMAKURA, SHINICHI | NaN | 2022-05-25 | MACRAE & CO. | English | UMICORE | CA 03221202 2023-11-22\nWO 2022/248534\nPCT/EP2022/064162\n17\nCLAIMS\n1.- A positive electrode active material for solid-state\nbatteries\n, wherein\nthe positive\nelectrode active material comprises Li, M', and oxygen, wherein M' comprises:\n- Ni in a content x between 50.0 mol% and 95.0 mol%, relative to M';\n- Co in a content y between 0.0 mol% and 40.0 mol%, relative to M';\n- Mn in a content z between 0.0 mol% and 70.0 mol%, relative to M';\n- Al in a content v between 0.1 mol% and 3.0 mol%;\n- W in a content w between 0.05 mol% and 2.0 mol%;\n- F in a content f lower than 2.0 mol%;\n- elements other than Li, 0, Ni, Co, Mn, Al, W and F in a content q less\nthan 3.0 mol%,\nrelative to M', - wherein x, y, z, v, w and q are measured by ICP and wherein\nf is measured\nby IC;\n- wherein (x+y+z+v+w+f+q)= 100.0 mol%;\nwherein the positive electrode active material has ratios AIB/v > 25.0 and\nWB/w > 5.0,\nwherein AIB and WB are determined by XPS analysis, wherein AIB and WB are\nexpressed as\nmol% compared to the sum of Ni, Co, Mn, Al, W, and F as measured by XPS\nanalysis.\n2.- Positive electrode active material according to claim 1, wherein the ratio\nAIB/v is higher\nthan 50.0, preferably higher than 60.0 and more preferably higher than 70Ø\n3.- Positive electrode active material according to claim 1 or claim 2,\nwherein Mn in a\ncontent z between 0.0 mol% and 40.0 mol%, relative to M'.\n4.- Positive electrode active material according to any one of the previous\nclaims, wherein\nthe ratio AIB/v is lower than 250.0 and preferably lower than 200Ø\n5.- Positive electrode active material according to any one of the previous\nclaims, wherein\nthe ratio WB/w is higher than 10.0, preferably higher than 21.0 and more\npreferably higher\nthan 22Ø\n6.- Positive electrode active material according to any one of the previous\nclaims, wherein\nthe ratio WB/w is lower than 150.0 and preferably lower than 100Ø\n7.- Positive electrode active material according to any one of the previous\nclaims, f>0,\nwherein the positive electrode active material has ratio FB/f > 10.0, wherein\nFB is\ndetermined by XPS analysis, wherein FB is expressed as mol% compared to the\nsum of Ni,\nCo, Mn, Al, W, and F, as measured by XPS analysis.\nCA 03221202 2023-11-22\nWO 2022/248534\nPCT/EP2022/064162\n18\n8.- Positive electrode active material according to any one of the previous\nclaims, wherein\nsaid positive electrode active material comprises secondary particles\ncomprising more than\none primary particle.\n9.- Positive electrode active material according to any one of the previous\nclaims, wherein\nsaid positive electrode active material comprises single-crystalline\nparticles.\n10.- A positive electrode for lithium-ion rechargeable\nbatteries\n, comprising a\npositive\nelectrode active material according to any one of the preceding claims.\n11.- A polymer cell for lithium-ion rechargeable\nbatteries\n, comprising a\npositive electrode\nactive material according to any one of the claims 1-9.\n12.- A lithium-ion rechargeable\nbattery\ncomprising a positive electrode active\nmaterial\naccording to any one of the claims 1-9.\n13. - A method for manufacturing a positive electrode active material for\nsolid-state\nbatteries\n, comprising the consecutive steps of\n- preparing a lithium transition metal-based oxide compound,\n- mixing said lithium transition metal-based oxide compound with sources of Al\nand W,\nthereby obtaining a mixture, and\n- heating the mixture in an oxidizing atmosphere in a furnace at a\ntemperature between\n250 C and less than 500 C, preferably at most 450 C, for a time between 1\nhour and 20\nhours so as to obtain said the positive electrode active material powder.\n14.- Method according to claim 13, wherein said mixing said lithium transition\nmetal-based\noxide compound with an additional source of F obtaining the mixture.\n15.- Method according to claim 13 and 14, wherein said positive electrode\nactive material is\nthe positive electrode active material according to any of claims 1 to 9.\n16.- A method for manufacturing a polymer cell for solid-state lithium-ion\nrechargeable\nbattery\n, wherein said method comprises the steps of:\n- a step of preparing a solid polymer electrolyte film by mixing a first\npolyethylene oxide\nhaving a molecular weight of less than 1,500,000 g/mol and more than 500,000\ng/mol with\na lithium salt in a nonaqueous solvent;\n- a step of preparing a positive electrode by mixing a second polyethylene\noxide, a lithium\nsalt, a positive electrode active material, and a conductor powder in a\nnonaqueous solvent,\nCA 03221202 2023-11-22\nWO 2022/248534\nPCT/EP2022/064162\n19\nwherein the second polyethylene oxide has a molecular weight of less than\n300,000 and\nmore than 50,000g/mol;\n- a step of preparing a negative electrode comprising a lithium metal; and\n- a step of assembling the solid polymer electrolyte film, the positive\nelectrode and the\nnegative electrode to form a polymer cell for a solid-state rechargeable\nbattery\n.\n17.- A method according to claim 16, wherein the positive electrode active\nmaterial is the\npositive electrode active material according to any one of claims 1 to 9. | 63/193,759 | United States of America | 2021-05-27 | La présente invention concerne un oxyde composite à base de nickel-lithium utilisé en tant que matériau actif d'électrode positive pour des batteries rechargeables au lithium-ion appropriées pour des applications de véhicule électrique et de véhicule électrique hybride, comprenant des particules d'oxyde à base de nickel-lithium comprenant du tungstène. | True |
| 440 | Patent 3010924 Summary - Canadian Patents Database | CA 3010924 | NaN | POWER SUPPLY SYSTEM AND METHOD FOR CONTROLLING SAME | SYSTEME D'ALIMENTATION ELECTRIQUE ET SON PROCEDE DE COMMANDE | NaN | KOIKE, TOMOYUKI, KOISHI, AKIFUMI, TAHARA, MASAHIKO, WATANABE, MUNEMITSU, TEZUKA, ATSUSHI, TSUCHIYA, TERUMASA | 2019-06-11 | 2017-01-10 | MARKS & CLERK | English | NISSAN MOTOR CO., LTD. | - 37 -\nCLAIMS\n1. A power supply system that includes two secondary\nbatteries\nhaving\ndifferent charge and discharge characteristics and is mountable on a\nvehicle\n,\nthe power supply system comprising:\na lead-acid storage\nbattery\nconnected to an\nelectrical\nload;\na lithium-ion storage\nbattery\nconnected in parallel with the lead-acid\nstorage\nbattery\nwith respect to the\nelectrical\nload;\na power generator configured to charge the lead-acid storage\nbattery\nand\nthe lithium-ion storage\nbattery\n; and\na control unit configured to drive the power generator based on a\nrelationship between a discharge current of the lead-acid storage\nbattery\nand\na\ndischarge current of the lithium-ion storage\nbattery\n.\n2. The power supply system according to claim 1, wherein the control\nunit comprises:\na current value acquisition unit configured to acquire the discharge\ncurrent of the lead-acid storage\nbattery\nand the discharge current of the\nlithium-ion storage\nbattery\n;\na current value comparison unit configured to compare the discharge\ncurrent of the lead-acid storage\nbattery\nand the discharge current of the\nlithium-ion storage\nbattery\nacquired by the current value acquisition unit;\nand\na power generator control unit configured to drive the power generator to\ncharge the lead-acid storage\nbattery\nand the lithium-ion storage\nbattery\nbased\non a comparison result of the current value comparison unit.\n3. The power supply system according to claim 2, wherein:\nthe current value comparison unit is configured to calculate a current\n- 38 -\nratio between the discharge current of the lead-acid storage\nbattery\nand the\ndischarge current of the lithium-ion storage\nbattery\n; and\nthe power generator control unit is configured to drive the power\ngenerator when a predetermined time has elapsed from when the current ratio\nhas become equal to or less than a predetermined value.\n4. The power supply system according to claim 3, wherein\nthe power generator control unit drives the power generator when the\npredetermined time has elapsed from when the current ratio has become equal\nto or less than the predetermined value and when the discharge current of the\nlithium-ion storage\nbattery\nis greater than a first threshold value.\n5. The power supply system according to claim 3 or 4, wherein\nthe power generator control unit drives the power generator even when\nthe current ratio is greater than the predetermined value, and when the\ndischarge current of the lead-acid storage\nbattery\nis greater than a second\nthreshold value.\n6. The power supply system according to claim 4, wherein\nthe power generator control unit drives the power generator even when\nthe current ratio is greater than the predetermined value and when the\ndischarge current of the lithium-ion storage\nbattery\nis greater than a third\nthreshold value that is greater than the first threshold value.\n7. The power supply system according to claim 5, wherein:\nthe power generator control unit drives the power generator when the\npredetermined time has elapsed from when the current ratio has become equal\nto or less than the predetermined value and when the discharge current of the\n- 39 -\nlithium-ion storage\nbattery\nis greater than a first threshold value; and\nthe power generator control unit drives the power generator even when\nthe current ratio is greater than the predetermined value and when the\ndischarge current of the lithium-ion storage\nbattery\nis greater than a third\nthreshold value that is greater than the first threshold value.\n8. A method for controlling a power supply system including a\nlead-acid storage\nbattery\n, a lithium-ion storage\nbattery\n, and a power\ngenerator\nand being mountable on a\nvehicle\n, the method comprising the steps of:\ndetecting a discharge current of the lead-acid storage\nbattery\n;\ndetecting a discharge current of the lithium-ion storage\nbattery\n; and\ndriving the power generator based on a relationship between the\ndischarge current of the lead-acid storage\nbattery\nand the discharge current\nof\nthe lithium-ion storage\nbattery\n. | 2016-003702 | Japan | 2016-01-12 | La présente invention concerne un système d'alimentation électrique qui est pourvu de deux batteries secondaires possédant différentes caractéristiques de charge et de décharge, et qui est capable d'être monté sur un véhicule. Ce système d'alimentation électrique est pourvu, en tant que deux batteries secondaires : d'une batterie au plomb-acide qui est connectée à une charge électrique ; et d'une batterie de stockage au lithium-ion qui est connectée en parallèle à la batterie au plomb-acide par rapport à la charge électrique. En outre, ce système d'alimentation électrique est également pourvu : d'un générateur d'énergie électrique qui charge la batterie de stockage au plomb-acide et la batterie de stockage au lithium-ion ; et d'une unité de commande qui entraîne le générateur d'énergie électrique en fonction de la relation entre le courant de décharge de la batterie de stockage au plomb-acide et le courant de décharge de la batterie de stockage au lithium-ion. | True |
| 441 | Patent 2784372 Summary - Canadian Patents Database | CA 2784372 | NaN | ELECTRICALUNIT LAYOUT STRUCTURE FOR SADDLE TYPEELECTRICVEHICLE | STRUCTURE DE RESEAU ELECTRIQUE POUR VEHICULE ELECTRIQUE DE TYPE A SELLE | NaN | ISHIKAWA, JUN, NISHIMORI, HIROYUKI, NAKAZAWA, TAKEO | 2014-09-23 | 2012-07-31 | DENNISON ASSOCIATES | English | HONDA MOTOR CO., LTD. | -18-\nTHE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE\nPROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:\n1. An\nelectrical\nunit layout structure for a saddle type\nelectric\nvehicle\nhaving\na driving motor disposed under a rear portion of a frame extending toward a\nvehicle\nrear side\nfrom a head pipe, and a\nbattery\ndisposed between the frame and the driving\nmotor, the\nelectrical\nunit layout structure comprising:\nan accelerator position sensor which is disposed rearwardly of the head pipe\nand on the\nupper side of the frame and which detects accelerator position;\na breaker which is provided on the accelerator position sensor and by which a\ncontroller\nfor performing drive control of the driving motor and a\nbattery\nare mutually\nelectrically\nconnected and disconnected; and\na cover member covering the breaker and the accelerator position sensor,\nwherein the cover member is provided with an opening part permitting the\nbreaker to be\noperated from outside the cover member, and with a closing member for opening\nand closing\nthe opening part.\n2. The\nelectrical\nunit layout structure for a saddle type\nelectric\nvehicle\naccording to claim\n1, wherein the cover member covers at least the upper side of the accelerator\nposition sensor\nand the breaker, and the opening part is provided on the upper side of the\nbreaker.\n3. The\nelectrical\nunit layout structure for a saddle type\nelectric\nvehicle\naccording to claim\n1 or 2, wherein an operating part of the breaker is disposed above an upper\nend position of\nthe accelerator position sensor.\n4. The\nelectrical\nunit layout structure for a saddle type\nelectric\nvehicle\naccording to any\none of claims 1 to 3, wherein the closing member is a cap which can be\nattached and\ndetached.\n5. The\nelectrical\nunit layout structure for a saddle type\nelectric\nvehicle\naccording to claim\n4, wherein the cap is a screw type cap.\n-19-\n6. The\nelectrical\nunit layout structure for a saddle type\nelectric\nvehicle\naccording to any\none of claims I to 3, wherein the closing member is a hinged type cap.\n7. The\nelectrical\nunit layout structure for a saddle type\nelectric\nvehicle\naccording to claim\n6, wherein the cap is a spring-up type cap. | 2011-170075 | Japan | 2011-08-03 | L'invention porte sur une structure de réseau électrique pour véhicule électrique de type selle de sorte que l'accès à un disjoncteur peut être facilité tout en empêchant l'entrée des gouttes dans le disjoncteur et en empêchant l'application d'une force extérieure sur le disjoncteur, et que le degré de liberté de la structure des modules électriques peut être amélioré. Un détecteur de position d'accélérateur servant à détecter la position d'accélérateur est fourni à l'arrière d'un tuyau de tête et sur un côté supérieur d'un cadre principal. Un disjoncteur servant à couper l'alimentation d'une batterie fournie à un contrôleur pour exécuter la commande d'entraînement d'une unité motrice est fourni sur le détecteur de position d'accélérateur. Le disjoncteur et le détecteur de position d'accélérateur sont recouverts d'un boîtier de module électrique comportant une partie ouverte. La partie ouverte comporte un élément de fermeture par lequel la partie ouverte peut être ouverte et fermée. | True |
| 442 | Patent 2314258 Summary - Canadian Patents Database | CA 2314258 | NaN | A POWER SUPPLY SYSTEM OF AN ELECTRONIC SWITCHINGELECTRICMOTOR FOR AIR-CONDITIONING DEVICES TO BE INSTALLED INSIDE THE MOTORVEHICLES | SYSTEME D'ALIMENTATION D'UN MOTEUR ELECTRIQUE A COMMUTATION ELECTRONIQUE POUR DES CLIMATISEURS DESTINES A ETRE MONTES DANS DES VEHICULES A MOTEUR | NaN | DE FILIPPIS, PIETRO, DEL FAVERO, ANGELO | 2004-02-10 | 1998-12-07 | RIDOUT & MAYBEE LLP | English | BITRON S.P.A. | 22\nCLAIMS:\n1.~Power supply system of an electronically commutated DC permanent\nmagnets\nelectric\nmotor suitable for installation inside air-conditioning\ndevices for\nmotor\nvehicles\n, the power supply system comprises at least one solar panel\nsuitable for being\nelectrically\nwired to said\nelectric\nmotor and in turn\ncomprising\na plurality of series cell, wired in such a way to collect the available\nelectrical\nenergy at a substantially high voltage value and at a low current intensity\nvalue\nto allow a lower energy dissipation inside the\nelectric\nsystem of the power'\nsupply system, the\nelectric\nmotor comprising:\na switch device that can switch between at least two different positions\ncorresponding to two operating modes of the power system by means of a\ncontrol provided by at least one control unit to connect alternatively the\nelectric\nmotor with an energy storage\nbattery\nor with the solar panel;\na capacitor connected between the switch device and ground;\na first coil connected on one end to the switch device and on the other\nend to a first transistor which is connected to ground via a shunt;\na second coil connected on one end to the switch device and on the\nother end to a second transistor which is connected to ground via said shunt;\na first diode whose anode is connected between the first coil and the first\ntransistor;\na second diode whose anode is connected between the second coil and\nthe second transistor and whose cathode is connected to the cathode of said\nfirst diode;\n23\na capacitor connected between the cathodes of said first and second\ndiodes and the ground via a shunt;\na third coil and a third transistor connected in series across the capacitor;\na fourth coil and a fourth transistor connected in series across the\ncapacitor;\nsaid first and second coils, said first and second transistors, said first and\nsecond diodes and said capacitor forming a power source in the form of a step-\nup converter;\nsaid third and fourth coils and said third and fourth transistors forming a\nfirst part of a high voltage electronic circuit powered by said power source;\nthe\nelectric\nmotor being powered, alternatively, through an existing\ntraditional\nvehicle\nelectric\nsystem or through the solar panel, and the\nswitching\nbetween said power sources being automatically managed by the control unit\nby commanding the switch device without requiring any additional component\ninterposed between any one of said power sources and said\nelectric\nmotor in\norder to match the different energetic characteristics of any power source to\nthe\none of the\nelectric\nmotor;\nthe first part of the high voltage electronic circuit having, as its power\nsource and in a first system working mode, a current generator which\ncomprises said storage\nbattery\n, a plurality of coils in switching mode, and a\nplurality of diodes; and\nin a second system working mode, said solar panel connected through at\nleast one coil and at least one capacitor, in such a way to power the first\npart of\nthe high voltage electronic circuit.\n2. ~Power supply system as claimed in claim 1, wherein said control unit\n24\ncomprises at least one microprocessor, which controls the operations of said\nfirst part of the high voltage electronic circuit by driving with pulse-width\nmodulation said second and fourth transistors, thus stabilising the voltage in\nsaid capacitor to a maximum efficiency value for the solar panel.\n3. Power supply system as claimed in claim 1, wherein said microprocessor\nuses an application program for computers which periodically executes small\nchanges of the "duty cycle" around a working point of said solar panel,\nverifying\nhow such changes have an impact on the rotation speed of said\nelectric\nmotor,\nin order to take into account the efficiency changes of said solar panel due\nto\ntemperature and or conditions of irradiation changes.\n4. Power supply system as claimed in claim 3, wherein said switch device\nis used to protect said solar panel from inverse voltage of said\nbattery\n, when\nthe\nsystem works in one of said two working modes.\n5. Power supply system as claimed in claim 3, wherein said diodes are\nused to protect the solar panel from inverse voltage caused by said motor\nrotation because of aerodynamic or inertial effects, when the system works in\none of said two working modes.\n6. Power supply system as claimed in claim 5, wherein said microprocessor\nis able to control a rotational positioning operation by activating a\nplurality of\ntransistors of a second part of the electronic circuit of said power supply\nsystem, if said motor does not move because it is positioned on a working\npoint\nwhich has a static torque equal to zero.\n7. Power supply system as claimed in claim 1 or 6, wherein said first part of\nthe high voltage electronic circuit is disabled, while said transistors of\nsaid\nsecond part of the electronic circuit are driven in parallel through a pulse-\nwidth\n25\nmodulation control by said control unit.\n8. Power supply system as claimed in claim 7, wherein said control unit and\na power supply source, together with the first and second coils, the first and\nsecond diodes, and the first and second capacitors in said\nelectric\nmotor work\nas a "step-up" power supply system capable of powering at least one external\nload through an electromechanical or electronic switch device controlled by\nsaid\nmicroprocessor of the control unit.\n9. Power supply system. as claimed in claim 8, wherein said external load\ncomprises said energy storage\nbattery\n.\n10. Power supply system as claimed in claim 8, wherein said microprocessor\noptimises the energy conversion by measuring the voltage value at the\nterminals of at least one capacitor in the electronic circuit, putting said\nsolar\npanel to work at a maximum efficiency point.\n11. Power supply system as claimed in claim 8, wherein said motor supplies\nstabilised voltage to other external loads, by working as a parallel "shunt"\nlinear\nregulator, said stabilised voltage being drained from at least one capacitor\nof\nthe electronic power supply circuit of said motor.\n12. Power supply system as claimed in claim 6, wherein said second part of\nthe electronic circuit comprises a plurality of electronic components used for\nthe\nprotection of the motor\nvehicle\nelectric\nsystem from the problems caused by\nthe\noperation of the\nelectric\nmotor. | TO97A001092 | Italy | 1997-12-15 | La présente invention concerne un système d'alimentation d'un moteur électrique à commutation électronique pour des climatiseurs, conçu pour être installé dans les véhicules à moteur. Le système d'alimentation, qui constitue une partie intégrante du véhicule, comprend un panneau solaire (13) et alimente le moteur (4, 52) en énergie électrique. Le moteur électrique (4, 52) peut également être alimenté par la batterie du véhicule (54), de façon à ce qu'aucun matériel spécifique ne soit nécessaire pour convertir l'énergie, ni même des dispositifs de conversion entre le moteur (4, 52) et le panneau solaire (13). Le panneau solaire (13) peut être utilisé avec une puissance de tension supérieure à celle de la batterie du véhicule, afin d'amener l'énergie électrique disponible à un niveau de tension et de courant approprié pour réaliser une baisse importante de la dissipation d'énergie dans le système, avec les même sections de câblage ou selon les techniques connues des panneaux solaires basse tension. | True |
| 443 | Patent 3115687 Summary - Canadian Patents Database | CA 3115687 | NaN | DETACHABLE AUXILIARY POWER SYSTEM | SYSTEME D'ALIMENTATION AUXILIAIRE AMOVIBLE | NaN | RUMBAUGH, SCOTT, COOK, MONTE | NaN | 2019-10-29 | FASKEN MARTINEAU DUMOULIN LLP | English | OX PARTNERS, LLC | CA 03115687 2021-04-07\nWO 2020/092408 PCT/US2019/058622\nCLAIMS\nWhat is claimed is:\n1. A detachable auxiliary power system, comprising:\na housing, comprising:\na cavity;\na retaining mechanism; and\na first power connector disposed within the cavity;\na detachable portion, sized to fit within the cavity, the detachable portion\ncomprising:\na power source;\na second power connector disposed so as to connect with the first power\nconnector when the detachable portion is inserted into the cavity;\npower management circuitry\nelectrically\nconnected to the power source; and\na power cable\nelectrically\nconnected to the first power connector, and adapted\nto be\nconnected to an external\nelectrical\nsystem;\nwherein the power management circuitry is configured to selectively charge the\npower\nsource from\nelectricity\nreceived from the power cable and to supply\nelectricity\nfrom the power\nsource to the power cable.\n2. The power system of claim 1, wherein the power source is a Lithium-Ion or\nLithium-\nPolymer\nbattery\n.\n3. The power system of claim 1, wherein the power management circuity is\nselected to\nsupply\nelectricity\nfrom the power source by actuation of a button or switch.\n4. The power system of claim 3, wherein the\nelectricity\nis supplied from the\npower source\nfor a predetermined amount of time following actuation of the button or\nswitch.\n5. The power system of claim 1, wherein the detachable portion is releasably\nretained in\nthe cavity by the retaining mechanism.\nCA 03115687 2021-04-07\nWO 2020/092408 PCT/US2019/058622\n6. The power system of claim 1, wherein the detachable portion further\ncomprises one or\nmore signaling devices.\n7. The power system of claim 6, wherein one of the signaling devices comprises\na\nplurality of flashing lights.\n8. The power system of claim 6, wherein the detachable portion further\ncomprises a\nflashlight.\n9. The power system of claim 8, wherein the detachable portion further\ncomprises at least\none accessory power port.\n10. The power system of claim 9, wherein the at least one accessory power port\nis one of\na USB port, a cigarette lighter port, and a wall socket.\n11. The power system of claim 1, wherein the external\nelectrical\nsystem\ncomprises a\nvehicle\nelectrical\nsystem.\n12. The power system of claim 1, wherein the housing further comprises at\nleast one\nmounting point for securing the housing to a substrate.\n13. A detachable power pack, comprising:\na power source;\na power port;\npower management circuitry\nelectrically\ncoupled to the power source and power\nport;\na least one auxiliary power port; and\nat least one signaling device;\nwherein the detachable power pack is configured to connect to a housing\nequipped with a\nsocket to\nelectrically\nconnect to the power port.\n16\nCA 03115687 2021-04-07\nWO 2020/092408 PCT/US2019/058622\n14. The detachable power pack of claim 13, wherein the power source is either\na lithium-\nion or lithium-polymer\nbattery\n.\n15. The detachable power pack of claim 13, wherein the power management\ncircuitry is\nconfigured to selectively charge the power source from the power port and\nprovide\nelectricity\nto\nthe power port.\n16. The detachable power pack of claim 13, wherein the at least one signaling\ndevice\ncomprises a plurality of flashing lights.\n17. The detachable power pack of claim 13, further comprising a flashlight.\n18. The detachable power pack of claim 13, wherein the housing comprises a\ncavity, and\nthe detachable power pack inserts into the cavity.\n19. The detachable power pack of claim 13, wherein the detachable power pack\nis\nconfigured to be retained to the housing by a latching mechanism.\n20. A detachable auxiliary power system, comprising:\na housing, comprising:\na retaining mechanism; and\na first power connector disposed upon the housing;\na detachable portion, configured to be received by the housing, the detachable\nportion\ncomprising:\na power source;\na second power connector disposed so as to connect with the first power\nconnector when the detachable portion is received by the housing;\npower management circuitry\nelectrically\nconnected to the power source; and\na power cable\nelectrically\nconnected to the first power connector, and adapted\nto be\nconnected to an external\nelectrical\nsystem;\n17\nCA 03115687 2021-04-07\nWO 2020/092408\nPCT/US2019/058622\nwherein the power management circuitry is configured to selectively charge the\npower\nsource from\nelectricity\nreceived from the power cable and to supply\nelectricity\nfrom the power\nsource to the power cable.\n18 | 62/752,302 | United States of America | 2018-10-29 | L'invention concerne des systèmes d'alimentation auxiliaires amovibles. Selon certains modes de réalisation, le système d'alimentation comprend un boîtier ayant une cavité, et une partie amovible conçue pour être reçue dans la cavité. La partie amovible comprend une source d'alimentation telle qu'une pile rechargeable, et peut comprendre des circuits électriques supplémentaires afin de gérer la charge et la décharge de la pile. Le boîtier comprend un câble qui permet de connecter électriquement le boîtier à un système électrique externe, tel que le système électrique d'un véhicule. Lorsque la partie amovible est introduite dans le boîtier, elle est connectée électriquement au câble, peut ainsi être chargée par le système électrique externe et peut fournir sélectivement de l'énergie, provenant de la source d'alimentation, au système électrique externe, par exemple pour recharger la batterie d'un véhicule. | True |
| 444 | Patent 3159858 Summary - Canadian Patents Database | CA 3159858 | NaN | SYSTEM AND METHOD FOR MANAGING TRANSIENT POWER DISRUPTIONS ON ESP MOTOR DRIVES | SYSTEME ET PROCEDE DE GESTION DES PERTURBATIONS D'ENERGIE TRANSITOIRES DE L'ALIMENTATION SUR DES ENTRAINEMENTS A MOTEURS ESP | NaN | WILLIAMS, GARY, TYSHKO, ALEXEY, REEVES, BRIAN, JOHNSON, CURTIS, ETTER, NATHAN, OUF, MOHAMED, JOSHI, MAHENDRA | NaN | 2020-12-14 | ITIP CANADA, INC. | English | BAKER HUGHES OILFIELD OPERATIONS LLC | What is claimed is:\n1. A pumping system comprising:\nan\nelectric\nmotor;\na power source;\na variable speed drive connected to the power source; and\na power backup connected to the variable speed drive.\n2. The pumping system of claim 1, wherein the power backup comprises one\nor more\nbatteries\n.\n3. The pumping system of claim 2, wherein the one or more\nbatteries\nare\nselected from the group of\nbattery\ntypes consisting of lead-acid, nickel\ncadmium (NiCad),\nnickel-metal hydride, lithium ion (Li-ion) polymer, zinc-air and molten-salt\nbatteries\n.\n4. The pumping system of claim 3, wherein the one or more\nbatteries\ncomprise\nbatteries\ndesigned for use in an\nelectric\nvehicle\n.\n5. The pumping system of claim 2, wherein the power backup further\ncomprises a charging system connected to the one or more\nbatteries\n.\n6. The pumping system of claim 1, wherein the power backup includes a\nplurality of supercapacitors.\n7. The pumping system of claim 1, wherein the power backup includes a\ncombination of supercapacitors and rechargeable lithium ion\nbatteries\n.\n14\n8. The pumping system of claim 1, further comprising a power backup\ncontroller that includes a computer-implemented software program within the\nvariable\nspeed drive.\n9. The pumping system of claim 8, wherein the power backup controller is\nconnected between the charging system and the variable speed drive.\n10. A method for controlling an\nelectric\nsubmersible pump during a\ntransient\npower interruption, wherein the\nelectric\nsubmersible pump includes an\nelectric\nmotor, the\nmethod comprising the steps of\nconnecting a variable speed drive to a power source, wherein the variable\nspeed\ndrive has a DC bus that is charged by the power source;\ncharging one or more rechargeable\nbatteries\nwithin a power backup;\nconnecting the power backup to the variable speed drive;\noperating the motor with the variable speed drive;\ndetecting a disruption in AC power from the power source to the variable speed\ndrive; and\napplying power from the power backup to the variable speed drive to operate\nthe\nmotor during the transient interruption in\nelectrical\npower.\n11. The method of claim 10, further comprising the step of reducing the\nspeed\nof the motor after the step of detecting a disruption in AC power from the\npower source\nto the variable speed drive.\n12. The method of claim 10, further comprising the steps of\nmonitoring the voltage on the DC bus of the variable speed drive; and\ndisconnecting power from the variable speed drive to the motor if the voltage\non\nthe DC bus falls below a threshold value.\n13. The method of claim 12, further comprising the steps of:\ndetermining if the disruption in AC power has been resolved;\ndetermining if the motor is in a safe state for restart;\ninitiating a soft restart of the motor if the disruption in AC power has been\nresolved and the motor is in a safe state for restart; and\nreturning the variable speed drive to a normal mode of operation once the\nmotor\nhas been restarted.\n14. The method of claim 10, further comprising the step of reducing the\nMpha\nfiring angle after the step of detecting a disruption in AC power from the\npower source to\nthe variable speed drive.\n15. A power backup for use in supporting the operation of an\nelectric\nmotor\nwithin a pumping system during a transient power interruption, the power\nbackup\ncompri sing:\none or more rechargeable\nbatteries\n; and\na charging system connected to the one or more rechargeable\nbatteries\n.\n16. The power backup of claim 15, wherein the one or more rechargeable\nbatteries\nare selected from the group of\nbattery\ntypes consisting of lead-\nacid, nickel\ncadmium (NiCad), nickel-metal hydride, lithium ion (Li-ion) polymer, zinc-air\nand\nmolten-salt\nbatteries\n.\n16\n17. The power backup of claim 16, wherein the one or more\nbatteries\ncomprise rechargeable lithium ion\nbatteries\n.\n18. The power backup of claim 17, wherein the one or more\nbatteries\ncomprise\nbatteries\ndesigned for use in an\nelectric\nvehicle\n.\n19. The power backup of claim 15, further comprising a power backup\ncontroller.\n20. The power backup of claim 19, wherein the power backup controller\ncomprises a computer-implemented software program within the variable speed\ndrive.\n17 | 62/947,382 | United States of America | 2019-12-12 | L'invention concerne un système pour la résilience d'un système de pompage submersible électrique à une interruption transitoire de l'alimentation, comprenant une alimentation de secours connectée à l'entraînement à vitesse variable du système de pompage. Un procédé de commande de la pompe submersible électrique pendant l'interruption transitoire de l'alimentation comprend la connexion d'un entraînement à vitesse variable à une source d'alimentation, la charge d'une ou plusieurs batteries rechargeables à l'intérieur de l'alimentation de secours, et la connexion de l'alimentation de secours à l'entraînement à vitesse variable. Le procédé se poursuit par les étapes de fonctionnement du moteur avec l'entraînement à vitesse variable, la détection d'une perturbation de l'alimentation en courant alternatif entre la source d'alimentation et l'entraînement à vitesse variable, et l'application d'énergie provenant de l'alimentation de secours à l'entraînement à vitesse variable pour faire fonctionner le moteur pendant l'interruption transitoire de l'alimentation électrique. | True |
| 445 | Patent 2934020 Summary - Canadian Patents Database | CA 2934020 | NaN | ROBOT FOR TRANSPORTING STORAGE BINS | ROBOT DE TRANSPORT DE BACS D'ENTREPOSAGE | NaN | HOGNALAND, INGVAR | 2021-11-16 | 2015-01-06 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | AUTOSTORE TECHNOLOGY AS | 10\nCLAIMS\n1. A remotely operated\nvehicle\nassembly for picking up storage bins from an\nunderlying storage\nsystem, comprising:\na\nvehicle\nbody displaying a cavity for receiving a storage bin within the\nstorage system,\nwherein the size of the cavity is adapted to contain components for a\nvehicle\nlifting device and to\ncontain a largest storage bin intended to be picked up by the\nvehicle\nassembly,\nthe\nvehicle\nlifting device at least indirectly connected to the\nvehicle\nbody\nfor vertically lifting the\nstorage bin from the underlying storage system into the cavity,\ndriving means connected to the\nvehicle\nbody allowing remotely controlled\nmovements of the\nvehicle\nassembly within the storage system,\nwireless communication means for providing wireless communication between the\nvehicle\nassembly and a remote control unit;\na main power source supplying\nelectrical\npower to the driving means; and\nvehicle\ncoupling means for releasably coupling the main power source to the\nvehicle\nbody,\nwherein said coupling means is configured to allow interchange of the main\npower source to a\nstationary charging station after receiving at least one communication signal\nfrom the control unit,\nwherein the\nvehicle\nassembly further comprises a management system that\nmanages at least one\nof the power sources,\nsaid management system comprising:\nmeans for monitoring at least one selected from the group consisting of:\nvoltage,\ntemperature, state of charge (SOC), depth of discharge (DOD), state of health\n(SOH), coolant\nflow, and current; and\nrecharging controlling means for controlling at least one parameter related to\nrecharging\nof at least one of the power sources.\n2. The\nvehicle\nassembly in accordance with claim 1, wherein at least one of\nthe power sources is a\ncapacitor.\n3. The\nvehicle\nassembly in accordance with claim 1, wherein the\nvehicle\ncoupling means further\ncomprises at least one\nbattery\nhook pivotably connected to the\nvehicle\nbody\nthat enables releasable\nconnection between the main power source and the\nvehicle\nbody.\n4. The\nvehicle\nassembly in accordance with claim 1, wherein the main power\nsource is arranged\nwithin a dedicated main\nbattery\ncavity.\n6495196\nDate Recue/Date Received 2021-05-05\n11\n5. The\nvehicle\nassembly in accordance with claim 1, wherein the\nvehicle\nassembly further comprises\nan auxiliary power source that supplies\nelectrical\npower to the driving means.\n6. The\nvehicle\nassembly in accordance with claim 5, wherein, during the\noperation of the\nvehicle\n, a\nminimum amount of power stored in the auxiliary power source equals the power\nrequired to move the\nvehicle\nassembly from one charging station to an adjacent charging station.\n7. The\nvehicle\nassembly in accordance with claim 5, wherein the auxiliary\npower source and the\nmain power source are interconnected such that the main power source may\ncharge the auxiliary power\nsource when the main power source is operationally connected to the\nvehicle\nassembly.\n8. The\nvehicle\nassembly in accordance with claim 1, wherein at least one of\nthe power sources is a\nrechargeable\nbattery\n.\n9. The\nvehicle\nassembly in accordance with claim 8, wherein the\nvehicle\nassembly further comprises\na\nbattery\nmanagement system (BMS) managing at least one of the power sources.\n10. The\nvehicle\nassembly in accordance with claim 1, wherein the main power\nsource comprises:\na receiving means for enabling releasable connection to a corresponding charge\nstation\nconnection means situated on a charge station.\n11. The\nvehicle\nassembly in accordance with claim 10, wherein at least one\nof the receiving means is\na hook receiving means.\n12. A storage system for storage of bins comprising:\na remotely operated\nvehicle\nassembly in accordance with claim 1;\na charging station;\na\nvehicle\nsupport; and\na bin storing structure supporting the\nvehicle\nsupport, the structure\ncomprising a plurality of\nstorage columns, wherein\neach storage column is arranged to accommodate a vertical stack of storage\nbins.\n13. A method for charging a power source arranged in a remotely operated\nvehicle\nassembly, the\nmethod comprising:\na) moving the remotely operated\nvehicle\nassembly to a charging position\nadjacent to a first\ncharging station;\nb) transferring a first main power source connected to a\nvehicle\nbody of the\nvehicle\nassembly to\nthe first charging station;\n6495196\nDate Recue/Date Received 2021-05-05\n12\nc) moving the\nvehicle\nassembly to a second charging station using an auxiliary\npower source that\nsupplies auxiliary\nelectrical\npower to driving means; and\nd) transferring a second main power source connected to the second charging\nstation to the\nvehicle\nbody, the second main power source having been charged for a time\nperiod (T) by the second\ncharging station.\n14. The method in accordance with claim 13, further comprising:\nlowering the\nvehicle\nbody towards an underlying\nvehicle\nsupport during step b)\nand during step\nd), thereby disconnecting the main power source from the\nvehicle\nbody; and\nraising the\nvehicle\nbody away from the underlying\nvehicle\nsupport after step\nb) and after step d),\nthereby allowing connection of the main power source to the charging station,\nwherein said lowering and raising of the\nvehicle\nbody is achieved by\nelongation means connected\nto, or being an integral part of, the driving means.\n15. The method in accordance with claim 14, wherein the method steps are\ncontrolled by transmitting\ncommunication signals between a control unit and a wireless communication\nmeans within the\nvehicle\nassembly.\n16. The method in accordance with claim 14, wherein the\nvehicle\nis in\naccordance with claim 1.\n6495196\nDate Recue/Date Received 2021-05-05 | 20140015 | Norway | 2014-01-08 | L'invention a trait à un ensemble véhicule télécommandé qui permet de ramasser des bacs de stockage dans un système de stockage, ainsi qu'à un procédé qui est conçu pour modifier une source d'énergie située dans l'ensemble véhicule. Ledit ensemble véhicule télécommandé comprend : un corps de véhicule qui présente une cavité prévue pour recevoir un bac de stockage se trouvant quelque part dans le système de stockage; un dispositif de levage pour véhicule relié au moins indirectement au corps de véhicule afin de soulever le bac de stockage dans la cavité; un moyen d'entraînement relié au corps de véhicule de manière à ce que l'ensemble véhicule puisse effectuer des mouvements télécommandés dans le système de stockage; un moyen de communication sans fil destiné à assurer une communication sans fil entre l'ensemble véhicule et une unité de commande à distance, telle qu'un ordinateur; une ou plusieurs sources d'énergie principales alimentant en énergie électrique le moyen d'entraînement; et un moyen de couplage de véhicule conçu pour le couplage fonctionnel et amovible de la source d'énergie principale au corps de véhicule. | True |
| 446 | Patent 2254906 Summary - Canadian Patents Database | CA 2254906 | NaN | HIGH SIGNAL LIGHTS FOR AUTOMOTIVEVEHICLES | FEUX ARRIERE ELEVES POUR VEHICULES AUTOMOBILES | NaN | HYMER, JEFF L. | NaN | 1997-03-11 | GOWLING LAFLEUR HENDERSON LLP | English | HYMER, JEFF L. | I Claim:\n1. A device for a\nvehicle\nfor signaling braking of the\nvehicle\nand\nindicating intended turning of the\nvehicle\ncomprising,\nat least two bodies, each body having a base and a cover joined to\nthe base, means for attaching the base to the\nvehicle\n, the cover having at leastone side,\nat least one of the two bodies being mountable adjacent to the top of\nthe\nvehicle\n, adjacent to one side of the\nvehicle\nand facing rearwardly, the\nother of the two bodies being mountable adjacent to top of the\nvehicle\n,\nadjacent to the other side of the\nvehicle\nand facing rearwardly,\neach of the bodies having means for signaling braking,\neach of the bodies having means for indicating intended turning of the\nvehicle\n, and\nat least one side of each of the covers being nearest the corresponding\nside of the\nvehicle\nand having means for indicating intended turning of the\nvehicle\n.\n2. The device according to claim 1 wherein the means for\nsignaling braking and the means for indicating intended turning of the\nvehicle\ncomprise\na first translucent lens and a second translucent lens in the cover,\na third translucent lens in the side of the cover nearest the\ncorresponding side of the\nvehicle\n,\nthe first translucent lens in the cover indicating braking of the\nvehicle\n,\nthe second translucent lens in the cover being nearer the\ncorresponding side of the\nvehicle\nthan the first translucent lens,\nthe second translucent lens in the cover and the third translucent lens\nin the side of the cover indicating intended turning of the\nvehicle\n,\na first means for illuminating the first translucent lens to indicate\nvehicle\nbraking, and a second means for illuminating the second\ntranslucent lens and the third translucent lens to indicate intended turning of\nthe\nvehicle\n.\n11\n3. The device according to claim 2 wherein the means for\nilluminating comprise a power source, at least one bulb\nelectrically\nconnected\nto the power source to generate light, and\nat least one reflector to direct the light from the one bulb.\n4. The device according to claim 2 wherein the cover of the\nbody is inclined downwardly to nearer the base away from the top of the\nvehicle\n.\n5. The device according to claim 2 wherein the lenses in the\ncover have directional configurations for directing the light downwardly from\nthe lenses.\n6. The device according to claim 5 including a horizontal cross-arm\ntransverse mountable on the\nvehicle\nnear to the top, said bodies being\nmounted adjacent each end of the cross-arm.\n7. The device according to claim 2 wherein the bodies are\nmountable on rear doors of the\nvehicle\n, said bodies having means thereon to\nprotect against impact when the doors are opened.\n8. The device according to claim 2 wherein the second\ntranslucent lens in the cover for indicating intended turning of the\nvehicle\nhasa shape indicating direction of turning.\n9. The device according to claim 2 wherein the first and second\ntranslucent lenses have differing colors.\n10. The device according to claim 2 wherein the at least one first\ntranslucent lens\nhas a circular shape.\n11. The device according to claim 2 wherein the at least one first\ntranslucent lens has a non-circular shape.\n12. The device according to claim 2 wherein the cover is tethered\nto the base.\n13. The device according to claim 2 further comprising a weather\nseal disposed between the base and the\nvehicle\n.\n14. The device according to claim 3 wherein the power source\ncomprises a\nbattery\nattached to each body.\n12\n15. The device according to claim 14 including means to trickle\ncharge the\nbattery\nfrom at least one of the\nvehicle\ntail light, brake light and\nturn signal\nelectric\ncircuits.\n16. The device according to claim 2 further comprising an\nauxiliary switch nearer the back of the\nvehicle\nfor operating at least one of the\nmeans for illuminating the translucent lenses in the cover.\n17. The device according to claim 1 further comprising means for\nindicating sudden deceleration in motion of the\nvehicle\nin excess of braking\ndeceleration.\n18. The device according to claim 17 wherein the means for\nindicating sudden deceleration of the\nvehicle\ncomprises a piezo\nelectric\ncrystalmounted between the base and the cover.\n19. The device according to claim 3 wherein the power source\ncomprises a thin film\nbattery\nattached to the back of the base of the body.\n20. A method of using a device according to claim 1 for signaling\nbraking and indicating intended turning of a\nvehicle\n, the\nvehicle\nin\nelectrical\ncommunication with a brake pedal, a signal indicator and a power source, the\nmethod of use comprising\nmounting the bodies of the device adjacent the top of the\nvehicle\nnear\nthe sides of the\nvehicle\n,\nwiring the bodies to a power source, and\nelectrically\nconnecting the means for signaling braking to the\nvehicle\nbrake pedal, and connecting the means for indicating intended turning of the\nvehicle\nto the turning indicator of the\nvehicle\n. | 08/613,308 | United States of America | 1996-03-11 | On décrit un dispositif (10) destiné à un véhicule (12) pour signaler que celui-ci freine, décélère ou va tourner. Ce dispositif présente deux corps (14) montés à proximité du sommet de l'arrière du véhicule ou du point le plus haut de celui-ci, adjacent à ses côtés. Chaque corps se compose d'une base (16) et d'une glace de protection (18) pourvue de lentilles transparentes (28, 28', 28", 30). On a monté des sources lumineuses (40) et des réflecteurs (42) sur la base. L'éclairage d'une ou de plusieurs lentilles rouges indique le freinage tandis que l'éclairage d'une lentille en forme de flèche orange ou rouge indique une intention de tourner. La lumière est dirigée vers le bas par une inclinaison vers le bas de la glace de protection ou par des éléments directionnels (29) placés sur les lentilles. Ce dispositif peut être alimenté à partir du système électrique du véhicule ou à partir d'une batterie séparée de secours (66), laquelle peut recevoir une charge de maintien (68) lors de la marche du véhicule. Un capteur de décélération possédant un cristal piézo-électrique (70) actionne également le signal de freinage. Un commutateur auxiliaire (52) excite les indicateurs de direction de manière à ce que ceux-ci fonctionnent en mode intermittent de détresse. | True |
| 447 | Patent 3223993 Summary - Canadian Patents Database | CA 3223993 | NaN | SYSTEM AND METHOD FOR REMOVING MANURE FROM A FLOOR IN A BARN FOR ANIMALS, AND, IN COMBINATION, A BARN FOR KEEPING ANIMALS AND A SYSTEM OF THIS KIND | SYSTEME ET PROCEDE POUR ENLEVER LE FUMIER D'UN SOL DANS UNE ETABLE POUR ANIMAUX, ET, EN COMBINAISON, UNE ETABLE POUR ELEVER DES ANIMAUX ET UN SYSTEME DE CE TYPE | NaN | JORNA, HARM, VAN KESTER, ROBIN ANDREAS ALBERTUS, VAN DORP, MICHIEL ADRIAAN, OZMEN, DOGAN | NaN | 2022-07-07 | SMART & BIGGAR LP | English | LELY PATENT N.V. | 24\nCLAIMS\n1. A system for removing manure from a floor (2) in a barn (3) for\nanimals (4),\nsuch as cows, said system (1) being provided with:\n= an autonomous manure removing\nvehicle\n(6), comprising\n- a drive system for driving the manure removing\nvehicle\n(6), said drive\nsystem being provided with at least one\nelectric\ndrive motor (10),\n- an electronic control system (9), which is connected to the drive system\nfor control thereof,\n- a\nbattery\nsystem (11) for storing\nelectrical\nenergy, said\nbattery\nsystem\n(11) being connected to the drive system and the control system (9),\n= a charging station (23) for charging the\nbattery\nsystem (11) of the\nmanure\nremoving\nvehicle\n(6),\ncharacterized in that\nthe charging station (23) comprises a transmitting body (24) with a primary\ncoil (25), and the manure removing\nvehicle\n(6) comprises a receiving body (26)\nwith a\nsecondary coil (27), wherein the receiving body (26) is fastened rigidly to\nthe manure\nremoving\nvehicle\n(6), and wherein the transmitting body (24) of the charging\nstation (23)\nis pretensioned to a waiting state, and is movable from the waiting state\nagainst the action\nof the pretension, through engagement with the receiving body (26) of the\nmanure\nremoving\nvehicle\n(6) that travels into the charging station (23), in such a\nway that the\nprimary coil (25) of the transmitting body (24) and the secondary coil (27) of\nthe receiving\nbody (26) are mutually aligned in a charging state in order to transfer\nelectrical\nenergy\nwirelessly from the primary coil (25) to the secondary coil (27) for wireless\ncharging of the\nbattery\nsystem (11) of the manure removing\nvehicle\n(6).\n2. The system as claimed in claim 1, wherein the receiving body (26)\nand the\ntransmitting body (24) are adapted to each other in such a way that, as the\nmanure\nremoving\nvehicle\n(6) travels into the charging station (23) in a direction of\ntravel (y), the\nreceiving body (26) of the manure removing\nvehicle\n(6) engages on the\ntransmitting body\n(24) of the charging station (23) to entrain said transmitting body (24) from\nthe waiting\nstate in the direction of travel (y), and wherein the transmitting body (24)\nis arranged to\nthe charging station (23) in such a way that on entrainment of the\ntransmitting body (24)\nin the direction of travel (y) the transmitting body (24) is movable relative\nto the charging\nstation (23) in a direction (x) transverse to the direction of travel (y)\nand/or in the vertical\ndirection (z).\n25\n3. The system as claimed in claim 2, wherein on entrainment of the\ntransmitting body (24) in the direction of travel (y) the transmitting body\n(24) is rotatable\nrelative to the charging station (23) about a substantially vertical rotation\naxis and/or about\na substantially horizontal rotation axis that runs parallel to the direction\nof travel (y) and/or\nabout a substantially horizontal rotation axis that runs in a direction (x)\ntransverse to the\ndirection of travel (y).\n4. The system as claimed in one or more of the preceding claims, wherein\nthe\ntransmitting body (24) of the charging station (23) in the waiting state abuts\nagainst a front\nstop, which defines a front position, and wherein the transmitting body (24)\nis movable\nfrom said front position over a length in a direction of travel (y) to a\nrearmost position, and\nwherein the transmitting body (24) is arranged to the charging station (23)\nsubstantially\nfreely movably between the front position and the rearmost position.\n5. The system as claimed in one or more of the preceding claims, wherein\nthe\ntransmitting body (24) of the charging station (23) comprises a transmitting\nplate (24a)\nwith the primary coil (25), wherein the transmitting plate (24a) is arranged\nadjacent to a\nflat surface of the transmitting body (24), and wherein the receiving body\n(26) of the\nmanure removing\nvehicle\n(6) comprises a receiving plate (26a) with the\nsecondary coil\n(27), wherein the receiving plate (26a) is arranged adjacent to a flat surface\nof the\nreceiving body (26), and/or wherein in particular the primary coil (25) of the\ntransmitting\nbody (24) and the secondary coil (27) of the receiving body (26), in the\ncharging state,\nare a distance apart that is less than 5 cm, preferably less than 3 cm, such\nas\nsubstantially 2 cm or less.\n6. The system as claimed in claim 5, wherein the receiving body (26) and\nthe\ntransmitting body (24) are configured in such a way that in the charging state\nthe flat\nsurfaces of the transmitting body (24) and of the receiving body (26) press\nagainst each\nother, in particular under the effect of the pretension and/or gravity.\n7. The system as claimed in claim 5 or 6, wherein the receiving body (26)\ncomprises, on a front side thereof, a centering edge (40), which projects\nsubstantially\ntransversely from an outermost wall of the manure removing\nvehicle\n(6),\nwherein the\ncentering edge (40) surrounds the receiving plate (26a) of the receiving body\n(26) at least\npartially, and wherein the receiving plate (26a) defines a central axis, which\nin particular\nruns parallel to the direction of travel (y), and the centering edge (40)\ndeviates\ntransversely from the central axis backwards on either side of the central\naxis, and\nwherein the transmitting body (24) is configured in such a way that the\ntransmitting body\n(24) and the centering edge (40) engage on each other as the manure removing\nvehicle\n26\n(6) travels into the charging station (23).\n8. The system as claimed in claim 7, wherein the centering edge (40) is\ncurved\nsubstantially symmetrically on the front of the receiving body (26), in\nparticular has the\nshape of an arc of a circle, such as comprising the shape of at least a\nsemicircle.\n9. The system as claimed in claim 7 or 8, wherein the centering edge (40)\nof\nthe receiving body (26) is provided with a groove (41), and wherein the\ntransmitting body\n(24) is provided with at least two centering bosses (38), which are configured\nto engage\nin the groove (41) of the centering edge (40) on either side of the central\naxis as the\nmanure removing\nvehicle\n(6) travels into the charging station (23).\n10. The system as claimed in one or more of claims 7-9, wherein the\nreceiving\nbody (26) is arranged on an upper side (13) of the manure removing\nvehicle\n(6)\nand the\nflat surface of the receiving body (26) faces upward, and wherein the flat\nsurface of the\ntransmitting body (24) of the charging station (23) is downward facing and is\nlocated at a\nheight that is adapted to the height of the upward facing flat surface of the\nreceiving body\n(26) of the manure removing\nvehicle\n(6) in such a way that said flat surfaces\nare movable\nover and/or on each other in the charging state.\n11. The system as claimed in one or more of the preceding claims, wherein\nthe\nmanure removing\nvehicle\n(6) comprises a water system (50) for spraying water\non the\nfloor (2), said water system (50) being provided with at least one water\nreservoir (55) for\nreceiving water, at least one spray head for spraying water on the floor (2),\nand a water\nfeed connection (51) for supplying water to the water system (50), and wherein\nthe\ncharging station (23) comprises a water supply connection (52), which is\ncouplable to the\nwater feed connection (51) of the water system (50) for supplying water to the\nwater\nsystem (50) in order to fill the water reservoir (55), and wherein the\ntransmitting body (24)\nof the charging station (23), after the primary coil (25) of the transmitting\nbody (24) and\nthe secondary coil (27) of the receiving body (26) have reached the charging\nstate, is\nfurther movable against the action of the pretension through engagement with\nthe\nreceiving body (26) of the manure removing\nvehicle\n(6) that travels further\ninto the\ncharging station (23), in such a way that the water feed connection (51) of\nthe manure\nremoving\nvehicle\n(6) is coupled automatically to the water supply connection\n(52) of the\ncharging station (23), and wherein the control system (9) of the manure\nremoving\nvehicle\n(6) is configured so that, after the water reservoir (55) is filled, the\nmanure removing\nvehicle\n(6) travels back in the charging station (23) over a distance such\nthat the water\nfeed connection (51) is decoupled automatically from the water supply\nconnection (52)\nwhile the primary coil (25) of the transmitting body (24) and the secondary\ncoil (27) of the\n27\nreceiving body (26) remain aligned in the charging state.\n12. The system as claimed in one or more of the preceding claims, wherein\nthe\nmanure removing\nvehicle\n(6) comprises a manure slider (8) for moving manure\nover the\nfloor (2).\n13. The system as claimed in one or more of the preceding claims, wherein\nthe\nmanure removing\nvehicle\n(6) is provided with a manure storage container (16),\na manure\ndischarge opening (18) for discharging manure from the manure storage\ncontainer (16),\nand a manure feed device for feed of manure from the floor (2) and for moving\nthe fed-in\nmanure to the manure storage container (16).\n14. The system as claimed in claim 13, wherein the charging station (23) is\nprovided with a dump opening (21) in the floor (2) for dumping manure from the\nmanure\ndischarge opening (18) of the manure storage container (16) through the dump\nopening\n(21) into a manure reservoir (22) that extends underneath the floor (2).\n15. In combination, a barn (3) for keeping animals (4), such as cows, and a\nsystem (1) as claimed in one or more of the preceding claims.\n16. A method for removing manure from a floor (2) in a barn (3) for animals\n(4),\nsuch as cows, wherein use is made of a system (1) as claimed in one or more of\nthe\npreceding claims, and wherein the method comprises:\n= moving the autonomous manure removing\nvehicle\n(6) over the floor (2) of\nthe barn (3) in order to remove manure from the floor (2),\n= moving the manure removing\nvehicle\n(6) to the charging station (23),\n= travelling of the manure removing\nvehicle\n(6) into the charging station\n(23),\nwherein the transmitting body (24) of the charging station (23) is moved\nfrom the waiting state against the action of the pretension, through\nengagement with the receiving body (26) of the manure removing\nvehicle\n(6), in such a way that the primary coil (25) of the transmitting body (24)\nand\nthe secondary coil (27) of the receiving body (26) are mutually aligned in\nthe charging state, and\n= wireless charging of the\nbattery\nsystem (11) of the manure removing\nvehicle\n(6) in the charging station (23) through wireless transfer of\nelectrical\nenergy\nin the charging state from the primary coil (25) of the transmitting body (24)\nof the charging station (23) to the secondary coil (27) of the receiving body\n(26) of the manure removing\nvehicle\n(6). | 2028703 | Netherlands (Kingdom of the) | 2021-07-12 | Un système pour enlever le fumier d'un sol dans une étable pour animaux, tels que des vaches, comprend un véhicule d'enlèvement de fumier autonome qui est pourvu d'un système d'entraînement pour entraîner le véhicule d'enlèvement de fumier. Le système d'entraînement comprend au moins un moteur d'entraînement électrique. Un système de commande électronique est connecté au système d'entraînement pour le commander. Un système de batterie pour stocker de l'énergie électrique est connecté au système d'entraînement et au système de commande. Le système comprend en outre une station de charge pour charger le système de batterie du véhicule d'enlèvement de fumier. La station de charge comprend un corps de transmission avec une bobine primaire. Le véhicule d'enlèvement de fumier comprend un corps de réception avec une bobine secondaire. Le corps de réception est fixé rigidement au véhicule d'enlèvement de fumier. Le corps de transmission de la station de charge est précontraint dans un état d'attente, et peut être déplacé de l'état d'attente à l'encontre de l'action de la précontrainte par contact avec le corps de réception du véhicule d'enlèvement de fumier qui entre dans la station de charge, de telle sorte que la bobine primaire du corps de transmission et la bobine secondaire du corps de réception soient mutuellement alignées dans un état de charge pour transférer l'énergie électrique sans fil de la bobine primaire à la bobine secondaire pour une charge sans fil du système de batterie du véhicule d'enlèvement de fumier. | True |
| 448 | Patent 3097580 Summary - Canadian Patents Database | CA 3097580 | NaN | METHODS AND SYSTEMS FOR GREEN ENERGY CHARGING OFELECTRICALVEHICLES | METHODES ET SYSTEMES DE RECHARGE D`ENERGIE VERTE DE VEHICULES ELECTRIQUES | NaN | BANGALORE, SUNDARA RAJU GIRIDHAR, KRISHNAMURTHY, RAJAGOPALAN | 2022-07-19 | 2020-10-30 | STRATFORD GROUP LTD. | English | HYGGE ENERGY INC. | Docket No. 0196-1CAPT\nPatent\nCLAIMS\nWhat is claimed is:\n1. A microgrid system comprising a microgrid controller;\nthe microgrid controller configured to receive a plurality of input energy\nsources, the input\nenergy sources selected from at a grid source; a generator source; a\nbattery\nand one or more\nrenewable energy sources;\nwherein the microgrid controller is configured to direct output power from the\ngrid source,\nthe generator source and the one or more renewable energy sources to: the\nbattery\nfor charging the\nbattery\n;\nwherein the microgrid controller is configured to direct power to a site load\nand an EV\ncharging service by a blend of the one or more renewable energy sources, the\nbattery\n, the grid\nsource and the generator source; and\nwherein the microgrid controller includes a dynamic storage module configured\nto\ndetermine when and from which of the plurality of input energy sources is used\nto charge the\nbattery\n, using as input: an EV predictor module based on EV charging daily\nload patterns, and\nhistorical EV daily arrival patterns to preferentially consume energy from a\ncheapest source\npossible of the plurality of input energy sources.\n2. The microgrid system of claim 1, wherein the microgrid controller is\nconfigured to direct\nexcess power provided by the grid source; the generator source; and the one or\nmore renewable\nenergy sources to charge the\nbattery\n.\n3. The microgrid system of claim 1 or claim 2, wherein the microgrid\ncontroller prioritizes\nthe one or more renewable energy sources for EV charging service and powering\nthe site load.\n4. The microgrid system of any one of claims 1 to 3, wherein the microgrid\ncontroller is\nconfigured to direct\nbattery\npower to the EV charging service only when there\nis a shortfall in\npower requirement of the one or more renewable energy sources and a state of\ncharge of the\nbattery\nis above a cyclic low threshold.\nDate Recue/Date Received 2022-04-22\nDocket No. 0196-1CAPT\nPatent\n5. The microgrid system of claim 1 or claim 2, wherein the microgrid\ncontroller prioritizes\nthe input energy sources for EV charging in the following order: 1) the one or\nmore renewable\nenergy sources; 2) the\nbattery\n, 3) the grid; and 4) the generator.\n6. The microgrid system of any one of claims 1 to 5, further comprising a\ndatabase storing:\none or more source data structures, each source data structure associated with\na respective\ninput energy source, each data structure comprising information about the\nrespective input energy\nsource, the information comprising: one or more time intervals during which\nthe respective input\nenergy source provides energy to the\nbattery\n; and an amount of power provided\nby the respective\ninput energy source to the\nbattery\nduring each time interval; and\na blend ratio buffer, the blend ratio buffer comprising: a state of charge of\nthe\nbattery\nand\na split factor of each input energy source during each time interval.\n7. The microgrid system of claim 6, wherein a billing module is used to\ndetermine billing for\nan episode of charging an\nelectrical\nvehicle\n, the billing module based on:\nbilling information for each input energy source;\na direct contribution of each input energy source towards the episode;\na blended contribution of each input energy source towards the episode, the\nblended\ncontribution based on the blend ratio buffer; and\none or more parameters of the\nbattery\n.\n8. The microgrid system of claim 7, wherein the billing is determined after\nthe episode is\ncomplete, or the billing is continually evaluated during the episode.\n9. The microgrid system of claim 7, wherein the billing is continually\nevaluated during the\nepisode.\n10. The microgrid system of any one of claims 1 to 9, wherein the microgrid\ncontroller is\nconfigured to provide guidance on when a second\nbattery\nis connected as input\nbased on the\ndynamic storage module to increase capacity, wherein the second\nbattery\nis\ndetachable from the\nmicrogrid system.\n11. The microgrid system of claim 10, wherein the second\nbattery\nis\nembedded as a main\nbattery\nin an\nelectric\nvehicle\n.\n41\nDate Recue/Date Received 2022-04-22\nDocket No. 0196-1CAPT\nPatent\n12. The microgrid systenl of claim 10, further comprising a secondary\nstorage guidance\nmodule for predicting second\nbattery\nspecifics selected from at least one of:\nhow many times a day to use the second\nbattery\n;\na time of day when to use the second\nbattery\n; and\na storage capacity of the second\nbattery\n;\nthe secondary storage guidance module using as input:\nthe EV predictor module;\na solar predictor module based on one or more of a location-based historical\nphotovoltaic model, local weather prediction, short-term historical solar\nproduction\ndata, historical geographic records for solar illumination, local climatic\nconditions,\nseasonal adjustments, and site specific performance history; and\na system behaviour module based on a historical effectiveness of storage at a\ngiven\nsite for a given system sizing; site load patterns; and EV charging load\npatterns.\n13. The microgrid system of claim 12, wherein:\nthe EV predictor module provides a first prediction, for a given day, of at\nleast one of: one\nor more EV occurrences and EV power requirements for each occurrence;\nthe solar predictor module provides a second prediction for the given day, of\nsolar\nillumination; and\nthe system behaviour module provides a third prediction, for the given day, of\nat least one\nof\none or more energy shortfalls;\npower consumption of the site; and\noccurrences of a change of the input energy sources occurs.\n14. The microgrid system of claim 12 or claim 13, wherein at least one of\nthe EV predictor\nmodule, the solar predictor module and the system behaviour module is a\nmachine-learning based\nmodule.\n15. The microgrid system of any one of claims 1 to 11, wherein the dynamic\nstorage module\nalso uses:\nthe EV predictor module;\n42\nDate Recue/Date Received 2022-04-22\nDocket No. 0196-1CAPT\nPatent\na solar predictor module based on one or more of a location-based historical\nphotovoltaic\nmodel, local weather prediction, short-term historical solar production data,\nhistorical geographic\nrecords for solar illumination, local climatic conditions, seasonal\nadjustments, and site specific\nperformance history;\na system behaviour module based on a historical effectiveness of storage at a\ngiven site for\na given system sizing; site load patterns; and EV charging load patterns; and\na cost function module providing values representing a time-based cost of\nbuying\nelectricity\nand of selling, storage and retrieval for the input energy\nsources.\n16. The microgrid system of claim 15, wherein:\nthe EV predictor module provides a first prediction, for a given day, of at\nleast one of: one\nor more EV occurrences and EV power requirements for each occurrence;\nthe solar predictor module provides a second prediction for the given day, of\nsolar\nillumination; and\nthe system behaviour module provides a third prediction, for the given day, of\nat least one\nof:\none or more energy shortfalls;\npower consumption of the site; and\noccurrences of a change of the input energy sources occurs; and\nthe cost function module provides information about at least one of:\ntime-based\nelectricity\nrates;\nselling rates for each of the input energy sources;\nstorage rates for each of the input energy sources; and\nretrieval rates for each of the input energy sources.\n17. The microgrid system of claim 15 or claim 16, wherein at least one of\nthe EV predictor\nmodule, the solar predictor module and the system behaviour module is a\nmachine-learning based\nmodule.\n18. A method of powering a site load and an\nelectric\nvehicle\n(EV) charging\nservice, the method\ncomprising:\n43\nDate Recue/Date Received 2022-04-22\nDocket No. 0196-1CAPT\nPatent\nproviding as input to a microgrid controller of a microgrid, a plurality of\ninput energy\nsources selected from grid source; a generator source; a\nbattery\n; and one or\nmore renewable energy\nsources;\nproviding as output by the microgrid controller: the\nbattery\n, the site load\nand the EV\ncharging service;\ndirecting output power with the microgrid controller at selected times from\nthe grid source,\nthe generator source and the one or more renewable energy sources to the\nbattery\nfor charging the\nbattery\n;\ndirecting output power with the microgrid controller at selected times to the\nsite load and\nthe EV charging service by a blend of the one or more renewable energy\nsources, the\nbattery\n, the\ngrid source and the generator source; and\ndetermining with a dynamic storage module of the microgrid controller when and\nfrom\nwhich of the plurality of input energy sources is used to charge the\nbattery\n,\nusing as input an EV\npredictor module based on EV charging daily load patterns, and historical EV\ndaily arrival patterns\nto preferentially consume energy from a cheapest source possible of the\nplurality of input energy\nSources.\n19. The method of claim 18, further comprising:\nthe microgrid controller directing charging of the\nbattery\nusing excess power\nprovided by\nthe grid source; the generator source; and the one or more renewable energy\nsources.\n20. The method of claim 18 or claim 19, further comprising prioritizing the\nEV charging\nservice and powering the site load by the one or more renewable energy\nsources.\n21. The method of any one of claims 18 to 20, wherein the microgrid\ncontroller directs the\nbattery\nto power the EV charging service only when there is a shortfall in\npower requirement of\nthe one or more renewable energy sources and when a state of charge of the\nbattery\nis above a\ncyclic low threshold.\n22. The method of claim 18 or claim 19, wherein the microgrid controller\nprioritizes the input\nenergy sources for the EV charging service in the following order: 1) the one\nor more renewable\nenergy sources; 2) the\nbattery\n; 3) the grid; and 4) the generator.\n44\nDate Recue/Date Received 2022-04-22\nDocket No. 0196-1CAPT\nPatent\n23. The method of any one of claims 18 to 22, further comprising storing in\na database:\none or more source data structures, each source data structure associated with\na respective\ninput energy source, each data structure comprising information about the\nrespective input energy\nsource, the information comprising: one or more time intervals during which\nthe respective input\nenergy source provides energy to the\nbattery\n; and an amount of power provided\nby the respective\ninput energy source to the\nbattery\nduring each time interval; and\na blend ratio buffer, the blend ratio buffer comprising: a state of charge of\nthe\nbattery\nand\na split factor of each input energy source during each time interval.\n24. The method of claim 23, further comprising:\ndetermining, by a billing module, billing for an episode of charging an\nelectrical\nvehicle\n,\nthe billing module based on:\nbilling information for each input energy source;\na direct contribution of each input energy source towards the episode;\na blended contribution of each input energy source towards the episode, the\nblended\ncontribution based on the blend ratio buffer; and\none or more parameters of the\nbattery\n.\n25. The method of claim 24, further comprising: determining the billing\nwhen the episode is\ncomplete, or continually evaluating the billing during the episode.\n26. The method of claim 24, further comprising: evaluating the billing\ncontinually during the\nepisode.\n27. The method of any one of claims 18 to 26, further comprising:\nconnecting a second\nbattery\nas input to the microgrid controller based on the dynamic storage module to\nincrease capacity, and\ndetaching the second\nbattery\nfrom the microgrid when not in use based on the\ndynamic storage\nmodule.\n28. The method of claim 27, wherein the second\nbattery\nis embedded as a\nmain\nbattery\nin an\nelectric\nvehicle\n.\n29. The method of claim 26, further comprising:\nDate Recue/Date Received 2022-04-22\nDocket No. 0196-1CAPT\nPatent\npredicting, by a secondary storage guidance module, one or more second\nbattery\nspecifics\nselected from at least one of:\nhow many times a day to use the second\nbattery\n;\na time of day when to use the second\nbattery\n; and\na storage capacity of the second\nbattery\n;\nthe secondary storage guidance module using as input at least one of:\nthe EV predictor module;\na solar predictor module based on one or more of a location-based historical\nphotovoltaic model, local weather prediction, short-term historical solar\nproduction\ndata, historical geographic records for solar illumination, local climatic\nconditions,\nseasonal adjustments, and site specific performance history; and\na system behaviour module based on a historical effectiveness of storage at a\ngiven\nsite for a given system sizing; site load patterns; and EV charging load\npatterns.\n30. The method of claim 29, wherein:\nthe EV predictor module provides a first prediction, for a given day, of at\nleast one of: one\nor more EV occurrences and EV power requirements for each occurrence;\nthe solar predictor module provides a second prediction for the given day, of\nsolar\nillumination; and\nthe system behaviour module provides a third prediction, for the given day, of\nat least one\none or more energy shortfalls;\npower consumption of the site; and\noccurrences of a change of the input energy sources occurs.\n31. The method of claim 29 or claim 30, wherein at least one of the EV\npredictor module, the\nsolar predictor module and the system behaviour module is a machine-learning\nbased module.\n32. The method of any one of claims 18 to 25, wherein\nthe dynamic storage module also uses as input:\na solar predictor module based on one or more of a location-based historical\nphotovoltaic\nmodel, local weather prediction, short-tenn historical solar production data,\nhistorical geographic\n46\nDate Recue/Date Received 2022-04-22\nDocket No. 0196-1CAPT\nPatent\nrecords for solar illumination, local climatic conditions, seasonal\nadjustments, and site specific\nperformance history;\na system behaviour module based on a historical effectiveness of storage at a\ngiven site for\na given system sizing; site load patterns; and EV charging load patterns; and\na cost function module providing values representing a time-based cost of\nbuying\nelectricity\nand of selling, storage and retrieval for the input energy\nsources.\n33. The method of claim 32, wherein:\nthe EV predictor module provides a first prediction, for a given day, of at\nleast one of: one\nor more EV occurrences and EV power requirements for each occurrence;\nthe solar predictor module provides a second prediction for the given day, of\nsolar\nillumination; and\nthe system behaviour module provides a third prediction, for the given day, of\nat least one\nof:\none or more energy shortfalls;\npower consumption of the site; and\noccurrences of a change of the input energy sources occurs; and\nthe cost function module provides information about at least one of:\ntime-based\nelectricity\nrates;\nselling rates for each of the input energy sources;\nstorage rates for each of the input energy sources; and\nretrieval rates for each of the input energy sources.\n34. The method of claim 32 or claim 33, wherein at least one of the EV\npredictor module, the\nsolar predictor module and the system behaviour module is a machine-learning\nbased module.\n47\nDate Recue/Date Received 2022-04-22 | NaN | NaN | NaN | Il est décrit un système de micro-réseau qui prend en charge la recharge pour VE. Le micro-réseau alimente la charge grâce à une ou plusieurs sources dénergie renouvelable (comme le solaire ou léolienne), le stockage des batteries, en combinaison avec laccès facultatif à une quantité limitée de lénergie des services publics et une génératrice à commande automatique à titre de source dénergie de secours. Le système peut fournir une énergie propre sans interruption. Le système offre de la flexibilité pour prendre en charge lexportation dénergie pour une facturation nette, une facturation brute ou un échange de pair à pair, selon ce qui est permis par les autorités locales. Le système comprend un sous-système principal de stockage et un stockage secondaire facultatif qui peut être mis en ligne et augmenté ou diminué au besoin, et optimisé daprès lorientation du contrôleur du micro-réseau. Le système comprend également des modules qui décident de lutilisation optimale à partir de diverses sources dans le but doptimiser lutilisation de lénergie renouvelable, de minimiser le coût de lélectricité, tout en maximisant la vie du système. | True |
| 449 | Patent 3068649 Summary - Canadian Patents Database | CA 3068649 | NaN | BATTERYEXCHANGE PROGRAM USING UNIVERSAL RECHARGEABLEBATTERIES, FITTINGBATTERYCASES,BATTERYPACKS, MINI RACK AND RACK SYSTEMS ALONG WITH GPS TRACKING FORBATTERYEXCHANGE STATIONS | PROGRAMME D'ECHANGE DE BATTERIE UTILISANT DES BATTERIES RECHARGEABLES UNIVERSELLES, DES BOITIERS DE BATTERIE D'INSERTION, DES BLOCS-BATTERIES, DES SYSTEMES DE MINI-BATI ET DE BATI ET UN SUIVI GPS POUR STATIONS D'ECHANGE DE BATTERIE | NaN | BALASINGHAM, MOHANADAS | NaN | 2018-05-03 | NaN | English | BALASINGHAM, MOHANADAS | 16\nWe claim:\n1. A Universal\nbattery\nsystem comprising:\nVarious Universal\nBattery\nModules of specific sizes comprising a plurality of\nbatteries\n:\nUniversal\nbattery\npack and mini racks comprising a plurality of Universal\nBattery\nModules;\nEach Universal lockable\nbattery\nmodule come with Fitting\nbattery\ncases.\nPlurality of Universal\nbatteries\nwith cases joining to form the frame or mini\nrack\nPlurality of universal mini racks can be stacked and attached to a\nbattery\nracks;\nat least one charging station provided at strategic locations in a town; and\nat least one\nbattery\nrack for supporting said universal\nbattery\nand\nelectrically\nconnecting with said\nbattery\npack either for charging or discharging, wherein:\nfor charging, said\nbattery\nrack is provided at said charging station; and\nfor discharging, said\nbattery\nrack is provided at end application setup.\n2. The\nbattery\nsystem as claimed in claim 1, further comprising an application\nmodule installable\non at least one smart device of a user.\n3. The\nbattery\nsystem as claimed in claim 1, wherein said end application\nsetup is an\nelectric\nvehicle\nor a hybrid\nvehicle\n.\n4. The\nbattery\nsystem as claimed in claim 1, wherein said charging station is\nconfigured to generate\npower via sources of energy either renewable sources, grid or otherwise.\n5. The\nbattery\nsystem as claimed in claim 2, wherein said charging stations\nare further comprises\nat least one GPS module.\n6. The\nbattery\nsystem as claimed in claim 5, wherein said application module\nis configured to allow\nsaid user to track the locations of said charging stations.\n7. The\nbattery\nsystem as claimed in claim 6, wherein said application module\nis configured to\nfacilitate electronic payment either via bank account or digital wallets.\n17\n8. The\nbattery\nsystem as claimed in claim 1, wherein said\nbattery\npack is\nmounted on said\nbattery\nrack that can be easily mounted and ejected.\n9. The\nbattery\nsystem as claimed in claim 8, wherein said mounting and\nejection is facilitated either\nmanually or remotely.\n10. The\nbattery\nsystem as claimed in claim 2, wherein said charging stations\ninclude fully charged\nindividual\nbatteries\nor\nbattery\npacks to be exchanged with discharged\nbatteries\nat said end\napplication setup.\n11. The\nbattery\nsystem as claimed in claim 10, wherein said application module\nis configured to\ncompute payment based on difference in charge levels of the exchanged\nbattery\npacks.\n12. The\nbattery\nsystem as claimed in claim 1, wherein said\nbattery\nrack\nfurther comprises a\nbattery\nmanagement unit.\n13. A method comprising:\n.cndot. checking the charge status of a\nbattery\npack;\n.cndot. searching a charging station near the user;\n.cndot. communicating with a charging station to find the availability of a\nbooth for either recharging\nthe discharged\nbattery\npack or replacing the discharged\nbattery\npack; and\n.cndot. detaching the discharged\nbattery\npack from a\nbattery\nrack.\n14. The method as claimed in claim 13, further comprising:\n.cndot. Replacing the detached discharged universal\nbattery\nmodule or\nuniversal\nbattery\npack with\nanother fully charged universal\nbattery\nmodule or pack;\n.cndot. Connecting the discharged universal\nbattery\nmodule or pack to the\nbattery\nrack at the\ncharging station, after confirming that the\nbattery\nmodule or pack needs to be\nrecharged;\n.cndot. Detaching the fully charged\nbattery\nmodule or pack from rack of the\ncharging station;\n.cndot. Connecting the recharged\nbattery\nmodule or pack to the\nbattery\nrack\nof the\nvehicle\n; and\n.cndot. Proceeding with the payment, wherein the payment can be made in\ncash at the booth itself,\nor by swiping a credit/debit card at the booth, or credit/debit card or a\ndigital wallet to pay\nvia a smart device, such as a smart phone or a tablet or a laptop as well as\nby prepaying. | 62/538,696 | United States of America | 2017-07-29 | La présente invention concerne un système de batterie rechargeable échangeable, comprenant au moins un module de batterie généralement prévu dans des appareils électriques et des modalités de transport et un réseau de stations de charge à des emplacements stratégiques qui peuvent être surveillés. L'utilisateur visite les stations de charge, ou des stations de charge mobiles peuvent venir à un emplacement où le client choisit, par l'utilisation d'une application, de remplacer les modules de batterie et les blocs-batteries déchargés par des modules de batterie ou des blocs-batteries entièrement chargés. L'utilisateur peut recharger les blocs-batteries ou les bâtis au niveau des stations de charge. Différents modules de batterie ayant des classements différents ont une taille standard, ce qui permet de fournir une configuration modulaire et une conception unique pour faciliter le remplacement des batteries par n'importe quelle personne ou un robot. Ceci rend le programme d'échange de batterie unique et différent d'autres inventions. | True |
| 450 | Patent 3159858 Summary - Canadian Patents Database | CA 3159858 | NaN | SYSTEM AND METHOD FOR MANAGING TRANSIENT POWER DISRUPTIONS ON ESP MOTOR DRIVES | SYSTEME ET PROCEDE DE GESTION DES PERTURBATIONS D'ENERGIE TRANSITOIRES DE L'ALIMENTATION SUR DES ENTRAINEMENTS A MOTEURS ESP | NaN | WILLIAMS, GARY, TYSHKO, ALEXEY, REEVES, BRIAN, JOHNSON, CURTIS, ETTER, NATHAN, OUF, MOHAMED, JOSHI, MAHENDRA | NaN | 2020-12-14 | ITIP CANADA, INC. | English | BAKER HUGHES OILFIELD OPERATIONS LLC | What is claimed is:\n1. A pumping system comprising:\nan\nelectric\nmotor;\na power source;\na variable speed drive connected to the power source; and\na power backup connected to the variable speed drive.\n2. The pumping system of claim 1, wherein the power backup comprises one\nor more\nbatteries\n.\n3. The pumping system of claim 2, wherein the one or more\nbatteries\nare\nselected from the group of\nbattery\ntypes consisting of lead-acid, nickel\ncadmium (NiCad),\nnickel-metal hydride, lithium ion (Li-ion) polymer, zinc-air and molten-salt\nbatteries\n.\n4. The pumping system of claim 3, wherein the one or more\nbatteries\ncomprise\nbatteries\ndesigned for use in an\nelectric\nvehicle\n.\n5. The pumping system of claim 2, wherein the power backup further\ncomprises a charging system connected to the one or more\nbatteries\n.\n6. The pumping system of claim 1, wherein the power backup includes a\nplurality of supercapacitors.\n7. The pumping system of claim 1, wherein the power backup includes a\ncombination of supercapacitors and rechargeable lithium ion\nbatteries\n.\n14\n8. The pumping system of claim 1, further comprising a power backup\ncontroller that includes a computer-implemented software program within the\nvariable\nspeed drive.\n9. The pumping system of claim 8, wherein the power backup controller is\nconnected between the charging system and the variable speed drive.\n10. A method for controlling an\nelectric\nsubmersible pump during a\ntransient\npower interruption, wherein the\nelectric\nsubmersible pump includes an\nelectric\nmotor, the\nmethod comprising the steps of\nconnecting a variable speed drive to a power source, wherein the variable\nspeed\ndrive has a DC bus that is charged by the power source;\ncharging one or more rechargeable\nbatteries\nwithin a power backup;\nconnecting the power backup to the variable speed drive;\noperating the motor with the variable speed drive;\ndetecting a disruption in AC power from the power source to the variable speed\ndrive; and\napplying power from the power backup to the variable speed drive to operate\nthe\nmotor during the transient interruption in\nelectrical\npower.\n11. The method of claim 10, further comprising the step of reducing the\nspeed\nof the motor after the step of detecting a disruption in AC power from the\npower source\nto the variable speed drive.\n12. The method of claim 10, further comprising the steps of\nmonitoring the voltage on the DC bus of the variable speed drive; and\ndisconnecting power from the variable speed drive to the motor if the voltage\non\nthe DC bus falls below a threshold value.\n13. The method of claim 12, further comprising the steps of:\ndetermining if the disruption in AC power has been resolved;\ndetermining if the motor is in a safe state for restart;\ninitiating a soft restart of the motor if the disruption in AC power has been\nresolved and the motor is in a safe state for restart; and\nreturning the variable speed drive to a normal mode of operation once the\nmotor\nhas been restarted.\n14. The method of claim 10, further comprising the step of reducing the\nMpha\nfiring angle after the step of detecting a disruption in AC power from the\npower source to\nthe variable speed drive.\n15. A power backup for use in supporting the operation of an\nelectric\nmotor\nwithin a pumping system during a transient power interruption, the power\nbackup\ncompri sing:\none or more rechargeable\nbatteries\n; and\na charging system connected to the one or more rechargeable\nbatteries\n.\n16. The power backup of claim 15, wherein the one or more rechargeable\nbatteries\nare selected from the group of\nbattery\ntypes consisting of lead-\nacid, nickel\ncadmium (NiCad), nickel-metal hydride, lithium ion (Li-ion) polymer, zinc-air\nand\nmolten-salt\nbatteries\n.\n16\n17. The power backup of claim 16, wherein the one or more\nbatteries\ncomprise rechargeable lithium ion\nbatteries\n.\n18. The power backup of claim 17, wherein the one or more\nbatteries\ncomprise\nbatteries\ndesigned for use in an\nelectric\nvehicle\n.\n19. The power backup of claim 15, further comprising a power backup\ncontroller.\n20. The power backup of claim 19, wherein the power backup controller\ncomprises a computer-implemented software program within the variable speed\ndrive.\n17 | 62/947,382 | United States of America | 2019-12-12 | L'invention concerne un système pour la résilience d'un système de pompage submersible électrique à une interruption transitoire de l'alimentation, comprenant une alimentation de secours connectée à l'entraînement à vitesse variable du système de pompage. Un procédé de commande de la pompe submersible électrique pendant l'interruption transitoire de l'alimentation comprend la connexion d'un entraînement à vitesse variable à une source d'alimentation, la charge d'une ou plusieurs batteries rechargeables à l'intérieur de l'alimentation de secours, et la connexion de l'alimentation de secours à l'entraînement à vitesse variable. Le procédé se poursuit par les étapes de fonctionnement du moteur avec l'entraînement à vitesse variable, la détection d'une perturbation de l'alimentation en courant alternatif entre la source d'alimentation et l'entraînement à vitesse variable, et l'application d'énergie provenant de l'alimentation de secours à l'entraînement à vitesse variable pour faire fonctionner le moteur pendant l'interruption transitoire de l'alimentation électrique. | True |
| 451 | Patent 2685042 Summary - Canadian Patents Database | CA 2685042 | NaN | ENERGY STORAGE DEVICE | DISPOSITIF DE STOCKAGE D'ENERGIE | NaN | LIKE, NATHAN, GUTMAN, ROBERT F., COULTER, CHRISTOPHER, YORK, MICHAEL T. | 2016-10-18 | 2008-04-17 | BERESKIN & PARR LLP/S.E.N.C.R.L.,S.R.L. | English | ALCOA INC. | We claim:\n1. An\nenergy storage device for use in connection with an independently\noperable engine of a motor\nvehicle\n, the engine including a\nbattery\nand an\nengine\nstarter, the energy storage device comprising:\na DC-DC converter for converting a first voltage provided from the\nbattery\nto a second voltage;\nat least one capacitor,\nelectrically\nconnected to said DC-DC converter, for\nstoring the second voltage, the second voltage providing energy for starting\nthe\nengine of the motor\nvehicle\n; and\na portable housing for housing said DC-DC converter and said at least\none capacitor, said DC-DC converter and said at least one capacitor\nsubstantially\ncontained within said portable housing, wherein said energy storage device is\nseparate from and selectively coupleable to said independently operable engine\nwherein said housing includes a first area for housing said DC-DC converter\nand\na second area for housing a first and second plurality of capacitors; a\nbarrier,\npositioned within said housing, for substantially separating said first and\nsecond\nareas of said housing from one another, said barrier includes a thermally\ninsulated plate having a first surface and a second surface opposite thereof,\nsaid\nfirst surface of said plate being positioned within said first area of said\nhousing,\nand said second surface of said plate being positioned within said second area\nof\nsaid housing, said DC-DC converter is mounted to said first surface of said\nplate;\nand a heat sink having a first surface and a second surface opposite thereof,\nsaid\nfirst surface of said heat sink is exposed to said first area of said housing,\nand\n37\nsaid second surface of said heat sink is exposed to an atmosphere exterior to\nsaid housing.\n2. The energy storage device of Claim 1, wherein said at least one\ncapacitor includes a plurality of capacitors.\n3. The energy storage device of Claim 2, further characterized by a\nretention structure for providing structural support to said plurality of\ncapacitors.\n4. The energy storage device of Claim 3, wherein said plurality of\ncapacitors is arranged in a first column and a second column by said retention\nstructure.\n5. The energy storage device of Claim 4, wherein said retention\nstructure includes a first structural member positioned intermediate said\nfirst and\nsecond columns, a second structural member and a third structural member, said\nfirst column being positioned intermediate said first structural member and\nsaid\nsecond structural member, and said second column being positioned\nintermediate said first structural member and said third structural member.\n6. The energy storage device of Claim 5, wherein said first structural\nmember includes a first surface and a second surface opposite thereof, said\nfirst\nsurface having a first plurality of recesses and said second surface having a\n38\nsecond plurality of recesses, each of said first plurality of recesses is\nsized and\nshaped to receive a corresponding one of said plurality of capacitors of said\nfirst\ncolumn, and each of said second plurality of recesses is sized and shaped to\nreceive a corresponding one of said plurality of capacitors of said second\ncolumn.\n7. The energy storage device of Claim 6, wherein said second\nstructural member includes a first surface having a third plurality of\nrecesses and\nsaid third structural member includes a first surface having a fourth\nplurality of\nrecesses, each of said third plurality of recesses is sized and shaped to\nreceive a\ncorresponding one of said plurality of capacitors of said first column, and\neach of\nsaid fourth plurality of recesses is sized and shaped to receive a\ncorresponding\none of said plurality of capacitors of said second column.\n8. The energy storage device of Claim 7, wherein said at least one\ncapacitor includes a second plurality of capacitors and a second retention\nstructure for providing structural support to said second plurality of\ncapacitors.\n9. The energy storage device of Claim 8, wherein said second\nplurality of capacitors is arranged in a first column and a second column by\nsaid\nsecond retention structure.\n39\n10. The energy storage device of Claim 9, wherein said second\nretention structure includes a first structural member positioned intermediate\nsaid\nfirst and second columns of said second plurality of capacitors, a second\nstructural member and a third structural member, said first column of said\nsecond\nplurality of capacitors being positioned intermediate said first structural\nmember\nof said second retention structure and said second structural member of said\nsecond retention structure, and said second column of said second plurality of\ncapacitors being positioned intermediate said first structural member of said\nsecond retention structure and said third structural member of said second\nretention structure.\n11. The energy storage device of Claim 10, wherein said first structural\nmember of said second retention structure includes a first surface and a\nsecond\nsurface opposite thereof, said first surface of said first structural member\nof said\nsecond retention structure having a first plurality of recesses, and said\nsecond\nsurface of said first structural member of said second retention structure\nhaving a\nsecond plurality of recesses, each of said first plurality of recesses of said\nfirst\nstructural member of said second retention structure is sized and shaped to\nreceive a corresponding one of said second plurality of capacitors of said\nfirst\ncolumn thereof, and each of said second plurality of recesses of said first\nstructural member of said second retention structure is sized and shaped to\nreceive a corresponding one of said second plurality of capacitors of said\nsecond\ncolumn thereof.\n12. The energy storage device of Claim 11, wherein said second\nstructural member of said second retention structure includes a first surface\nhaving a third plurality of recesses, and said third structural member of said\nsecond retention structure includes a first surface having a fourth plurality\nof\nrecesses, each of said third plurality of recesses of said second structural\nmember of said second retention structure is sized and shaped to receive a\ncorresponding one of said second plurality of capacitors of said first column\nthereof, and each of said fourth plurality of recesses of said third\nstructural\nmember of said second retention structure is sized and shaped to receive a\ncorresponding one of said second plurality of capacitors of said second column\nthereof.\n13. The energy storage device of Claim 1, wherein said housing is\nsized and shaped substantially to that of a motor\nvehicle\nbattery\nhousing.\n14. The energy storage device of Claim 13, wherein said first and\nsecond plurality of capacitors includes a net positive terminal and a net\nnegative\nterminal.\n15. The energy storage device of Claim 14, further characterized by a\nfirst\nelectrical\nterminal connected\nelectrically\nto said net negative terminal\nof said\nfirst and second plurality of capacitors, a positive terminal of a motor\nvehicle\n41\nbattery\n, and to a starter of the motor\nvehicle\n, and a second\nelectrical\nterminal\nconnected\nelectrically\nto ground.\n16. The energy storage device of Claim 15, wherein said first and\nsecond\nelectrical\nterminals extend outwardly from said cover of said housing.\n17. The energy storage device of Claim 14, further characterized by a\nfirst\nelectrical\nterminal connected\nelectrically\nto said net negative terminal\nof said\nfirst and second plurality of capacitors and a positive terminal of a motor\nvehicle\nbattery\n, a second\nelectrical\nterminal connected\nelectrically\nto ground, and a\nthird\nelectrical\nterminal\nelectrically\nconnected to said net positive terminal of\nsaid first\nand second plurality of capacitors and to a starter of the motor\nvehicle\n.\n18. The energy storage device of Claim 17, wherein said first, second\nand third\nelectrical\nterminals extend outwardly from said cover of said\nhousing.\n19. The energy storage device of Claim 1, wherein said housing\nincludes a first end and a cover removably mounted to said first end, said\nheat\nsink mounted to said cover of said housing.\n20. The energy storage device of Claim 19, further characterized by a\nsecond heat sink mounted to said cover of said housing, said second heat sink\n42\nhaving a first surface and a second surface opposite thereof, said first\nsurface of\nsaid second heat sink exposed to said first area of said housing, and said\nsecond\nsurface of said second heat sink exposed to the atmosphere exterior to said\nhousing.\n43 | 60/914,537 | United States of America | 2007-04-27 | L'invention concerne un dispositif de stockage d'énergie pour stocker de l'énergie pour démarrer un moteur à combustion interne d'un véhicule à moteur qui comprend un convertisseur CC-CC, une pluralité de condensateurs électriquement connectés au convertisseur CC-CC et un boîtier pour contenir le convertisseur CC-CC et les condensateurs. Le convertisseur CC-CC convertit une tension fournie par la batterie du véhicule à moteur en une seconde tension stockée par les condensateurs. Pendant un cycle de démarrage de moteur, l'énergie est extraite des condensateurs vers le moteur de démarreur du moteur, où la tension stockée des condensateurs fournit une énergie pour démarrer le moteur. Les condensateurs sont rechargés par la batterie du véhicule. Une barrière thermiquement isolée sépare le convertisseur CC-CC et les condensateurs. Le boîtier peut être dimensionné et formé sensiblement comme celui d'une batterie de véhicule à moteur standard, permettant d'installer le dispositif de stockage d'énergie dans le véhicule à moteur en tant que substitut de l'une ou plusieurs des batteries du véhicule. | True |
| 452 | Patent 3044557 Summary - Canadian Patents Database | CA 3044557 | NaN | SYSTEM AND METHOD FOR AUTONOMOUSBATTERYREPLACEMENT | SYSTEME ET PROCEDE DE REMPLACEMENT DE BATTERIE AUTONOME | NaN | HIGH, DONALD R., O'BRIEN, JOHN J., CANTRELL, ROBERT L., ANTEL, NICHOLAS RAY | NaN | 2017-11-21 | DEETH WILLIAMS WALL LLP | English | WALMART APOLLO, LLC | CLAIMS\nWhat is claimed is:\n1. An unmanned\nbattery\noptimization\nvehicle\nthat operates in a product\ndelivery\nnetwork, comprising:\na transceiver that is configured to transmit and receive signals;\na\nbattery\noptimization apparatus that is configured to interact with a\nbattery\ndisposed at\nan unmanned autonomous\nvehicle\nthat is also operating in the product delivery\nnetwork;\na control circuit coupled to the transceiver and the\nbattery\noptimization\napparatus, the\ncontrol circuit being configured to cause the unmanned\nbattery\noptimization\nvehicle\nto independently navigate and travel to a present location of the autonomous\nvehicle\nbased at\nleast in part upon the signals received at the transceiver; and\nwhen the unmanned\nbattery\noptimization\nvehicle\nreaches the present location of\nthe\nunmanned autonomous\nvehicle\n, the control circuit is further configured to\ndirect the\nbattery\noptimization apparatus to engage in an interaction with the\nbattery\nat the\nunmanned autonomous\nvehicle\n, the interaction being effective to optimize\nbattery\noperation at the\nunmanned\nautonomous\nvehicle\n.\n2. The\nvehicle\nof claim 1, wherein the interaction exchanges the\nbattery\nat\nthe\nunmanned autonomous\nvehicle\nwith a replacement\nbattery\n.\n3. The\nvehicle\nof claim 1, wherein the interaction utilizes a physical\nconnection\nbetween the unmanned\nbattery\noptimization\nvehicle\nand the unmanned autonomous\nvehicle\nto\ncharge the\nbattery\nof the unmanned autonomous\nvehicle\n.\n4. The\nvehicle\nof claim 1, wherein the interaction comprises a wireless\ncharging of\nthe\nbattery\nfrom the unmanned\nbattery\noptimization\nvehicle\nand the unmanned\nautonomous\nvehicle\n.\n- 21 -\n5. The\nvehicle\nof claim 1, wherein the unmanned\nbattery\noptimization\nvehicle\nincludes a first storage receptor and a replacement\nbattery\ndisposed in the\nfirst storage receptor,\nand a second storage receptor that is configured to receive the\nbattery\nfrom\nthe unmanned\nautonomous\nvehicle\n.\n6. The\nvehicle\nof claim 1, wherein the control circuit is configured to\nreceive\nbattery\ncharge level information transmitted from the unmanned autonomous\nvehicle\nvia\nthe transceiver.\n7. The\nvehicle\nof claim 6, wherein the control circuit utilizes the\nbattery\ncharge level\ninformation to prioritize\nbattery\noptimization at a plurality of unmanned\nautonomous\nvehicles\n.\n8. The\nvehicle\nof claim 1, wherein the unmanned autonomous\nvehicle\nis a\nvehicle\nselected from the group consisting of an aerial drone and a ground\nvehicle\n.\n9. The\nvehicle\nof claim 1, wherein signals are broadcast from the\ntransceiver that\nseek to identify candidate unmanned autonomous\nvehicles\nneeding\nbattery\nreplacement.\n10. The\nvehicle\nof claim 1, wherein broadcast signals are received at the\ntransceiver\nidentifying unmanned autonomous\nvehicles\nthat desire\nbattery\nreplacement.\n11. An unmanned autonomous\nvehicle\n, the unmanned autonomous\nvehicle\noperating\nin the field away from a base, the\nvehicle\ncomprising:\nan engine and a propulsion apparatus;\na transceiver;\na\nbattery\n;\na sensor;\na control circuit that is coupled to the sensor, the engine and propulsion\napparatus, and\nthe transceiver, the control circuit configured to:\noperate the engine and propulsion apparatus to move the\nvehicle\nin the field;\n- 22 -\nsense at least one operational characteristic of the\nbattery\nusing the sensor;\nconduct an evaluation, based upon the operational characteristic of the\nbattery\n, of when to\nhave the\nbattery\nreplaced or recharged by a\nbattery\noptimization\nvehicle\n;\ntransmit a message via the transceiver to request that a\nbattery\noptimization\nvehicle\nreplace or re-charge the\nbattery\nbased upon the evaluation;\nsubsequently communicate with the\nbattery\noptimization\nvehicle\nvia the\ntransceiver to\nallow the\nbattery\noptimization\nvehicle\nto recharge or replace the\nbattery\n.\n12. The unmanned autonomous\nvehicle\nof claim 11, wherein the unmanned\nautonomous\nvehicle\nis an aerial drone or a ground\nvehicle\n.\n13. The unmanned autonomous\nvehicle\nof claim 11, wherein the operational\ncharacteristic is a voltage, and\nelectrical\ncurrent, or a power.\n14. The unmanned autonomous\nvehicle\nof claim 11, wherein the unmanned\nautonomous\nvehicle\ncarries a package and is on a package delivery route.\n15. A system for recharging or replacing a\nbattery\nat a disabled\nvehicle\n,\nthe system\ncomprising:\nan unmanned autonomous\nvehicle\n, the unmanned autonomous\nvehicle\noperating in\nthe\nfield independently and away from a base, the unmanned autonomous\nvehicle\nincluding a\nbattery\n, the\nbattery\nhaving a condition requiring optimization;\nan unmanned\nbattery\noptimization\nvehicle\n, the unmanned optimization\nvehicle\noperating\nin the field to independently discover the condition of the\nbattery\nof the\nunmanned autonomous\nvehicle\n, and to independently navigate to the unmanned autonomous\nvehicle\n;\nwherein when the unmanned\nbattery\noptimization\nvehicle\nreaches the location of\nthe\nunmanned autonomous\nvehicle\n, the unmanned\nbattery\nauthorization\nvehicle\nengages in an\n- 23 -\ninteraction with the\nbattery\n, the interaction being effective to optimize\noperation of the\nbattery\nat\nthe unmanned autonomous\nvehicle\n.\n16. The system of claim 15, wherein the unmanned autonomous\nvehicle\nfurther\ncomprising:\na propulsion system;\na transceiver;\na control circuit that is coupled to the propulsion system, the transceiver,\nand the\nbattery\n,\nthe control circuit configured to:\noperate the propulsion system to move the\nvehicle\nin the field;\nsense at least one operational characteristic of the\nbattery\n;\nconduct an evaluation, based upon the operational characteristic of the\nbattery\n, of when to\nhave the\nbattery\nreplaced or recharged by the\nbattery\noptimization\nvehicle\n;\ntransmit a message via the transceiver to request that a\nbattery\noptimization\nvehicle\nreplace or re-\ncharge the\nbattery\nbased upon the evaluation;\nsubsequently communicate with the\nbattery\noptimization\nvehicle\nto allow the\nbattery\noptimization\nvehicle\nto recharge or replace the\nbattery\n.\n17. The system of claim 15, wherein the\nbattery\noptimization\nvehicle\nfurther\ncomprises:\na transceiver that is configured to transmit and receive signals;\na\nbattery\noptimization apparatus that is configured to interact with a\nbattery\ndisposed at\nan unmanned autonomous\nvehicle\nthat is also operating in the product delivery\nnetwork;\na control circuit coupled to the transceiver and the\nbattery\noptimization\napparatus, the\ncontrol circuit being configured to cause the unmanned\nbattery\noptimization\nvehicle\nto independently navigate and travel to a present location of the autonomous\nvehicle\nbased at\nleast in part upon the signals received at the transceiver; and\nwhen the unmanned\nbattery\noptimization\nvehicle\nreaches the present location of\nthe\nunmanned autonomous\nvehicle\n, the control circuit is further configured to\ndirect the\nbattery\noptimization apparatus to engage in an interaction with the\nbattery\nat the\nunmanned autonomous\n- 24 -\nvehicle\n, the interaction being effective to optimize\nbattery\noperation at the\nunmanned\nautonomous\nvehicle\n.\n18. The system of claim 15, wherein the interaction is re-charging or\nreplacing the\nbattery\n.\n19. The system of claim 15, wherein the unmanned autonomous\nvehicle\ncomprises an\naerial drone or an unmanned automated ground\nvehicle\n.\n20. The system of claim 15, wherein the unmanned autonomous\nvehicle\ncarries\na\npackage and is on a package delivery route.\n- 25 - | 62/425,173 | United States of America | 2016-11-22 | Un véhicule sans pilote à optimisation de batterie comprend un émetteur-récepteur, un appareil d'optimisation de batterie et un circuit de commande. L'émetteur-récepteur est conçu pour émettre et recevoir des signaux. L'appareil d'optimisation de batterie est conçu pour interagir avec une batterie disposée au niveau d'un véhicule autonome sans pilote. Le circuit de commande est couplé à l'émetteur-récepteur et à l'appareil d'optimisation de batterie. Le circuit de commande est conçu pour amener le véhicule sans pilote à optimisation de batterie à naviguer et à se déplacer de manière autonome vers un emplacement courant du véhicule autonome sur la base au moins en partie des signaux reçus au niveau de l'émetteur-récepteur. Lorsque le véhicule sans pilote à optimisation de batterie atteint l'emplacement courant du véhicule autonome sans pilote, le circuit de commande est en outre conçu pour amener l'appareil d'optimisation de batterie à s'engager dans une interaction avec la batterie au niveau du véhicule autonome sans pilote. L'interaction est efficace pour optimiser le fonctionnement de la batterie au niveau du véhicule autonome sans pilote. | True |
| 453 | Patent 2804357 Summary - Canadian Patents Database | CA 2804357 | NaN | CHARGER FOR ABATTERY, PLURALITY OF COUPLED CHARGERS AND METHOD OF OPERATING | CHARGEUR POUR ACCUMULATEUR, PLURALITE DE CHARGEURS COUPLES ET PROCEDE DE MISE EN OEUVRE | NaN | BOUMAN, CRIJN | 2019-04-30 | 2011-07-04 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | ABB E-MOBILITY B.V. | -9-\nCLAIMS:\n1. A network of chargers for\nelectric\nvehicles\n, each charger comprising:\na first power connection, for exchanging power with a power source;\na power converter for converting power from the power source to a charge\ncurrent\nsuitable value for charging\nelectric\nvehicles\n;\nat least one second power connection for exchanging power with a\nvehicle\n; and\nat least one third power connection for exchanging power with another charger;\neach charger being configured for at least one of routing power to the at\nleast one second\npower connection when a\nvehicle\nis to be charged from the power source,\nrouting power to the at\nleast one third power connection when power is to be delivered to another\ncharger and routing\npower from the at least one third power connection to the at least one second\npower connection\nwhen power from another charger coupled to the at least one third power\nconnection is to be\ndelivered to the\nvehicle\n,\nwherein:\nthe chargers, when coupled to the power source, being a grid connection,\ntogether form a\ncharging node system by being mutually interconnected via the at least one\nthird power\nconnection of each charger, and wherein:\nat least one of the chargers comprises a controllable power switch coupled to\nat least two\nof: the power converter, the at least one second power connection and the at\nleast one\nthird power connection; and\na controller is provided for routing power by controlling the power switch,\nand is\nconfigured during operation to perform at least one of:\nconnect the power converter to the at least one second power connection when\nthe\nvehicle\nis to be charged from the power source;\n-10-\nconnect the power converter to the at least one third power connection when\npower is to be delivered to another charger; and\nconnect the at least one third power connection to the at least one second\npower\nconnection when power from another charger is to be delivered to the\nvehicle\n,\nwherein the controller is configured during operation to route power based on\ninformation obtained from the\nvehicle\nwith a\nbattery\nto be charged.\n2. The network of chargers according to claim 1, wherein the at least one\nthird power\nconnection of each charger has a common connection, thus forming a power bus.\n3. The network of chargers according to claim 1, wherein the power\nconverter is coupled\ndirectly to at least one of the first power connection, the at least one\nsecond power connection,\nthe at least one third power connection, and the power switch.\n4. The network of chargers according to claim 1, wherein the controller,\nduring operation, is\nconfigured to route power from the first power connection to the at least one\nsecond power\nconnection, to enable charging\nbatteries\nof\nvehicles\nwith on-board chargers\ndirectly from the\npower source.\n5. The network of chargers according to claim 1, wherein the power\nconverter is further\ncoupled to the controller for controlling output power and form.\n6. The network of chargers according to claim 5, wherein the controller for\ncontrolling the\npower switch and for controlling the power converter is an integrated\ncontroller.\n7. The network of chargers according to claim 1, comprising: means for\nremote\ncommunication, to be controlled or provided with data regarding power\nrequirements from a\ncentral control centre.\n8. The network of chargers according to claim 1, wherein each charger is\ncoupled to a\npower source and together the network of chargers form a modular charging node\nsystem by\nbeing mutually interconnected via the at least one third power connections.\n- 11 -\n9. A network of chargers for\nelectric\nvehicles\n, each charger comprising:\na first power connection for exchanging power with a power source;\na power converter for converting power from the power source to a charge\ncurrent value\nfor charging\nelectric\nvehicles\n;\nat least one second power connection for exchanging power with a\nvehicle\n; and\nat least one third power connection for exchanging power with another charger;\nwherein:\nthe chargers, when coupled to the power source, being a grid connection,\ntogether form a\nmodular charging node system by being mutually interconnected via the at least\none third\npower connection of each charger, wherein:\neach charger has at least two third power connections, and the modular\ncharging node\nsystem is coupled ring-wise,\nand wherein each charger comprises:\na controllable power switch, coupled to at least two of: the power converter,\nthe at least\none second power connection and the at least one third connection; and\na controller for routing power by controlling the power switch, the controller\nbeing\nconfigured during operation to perform at least one of:\nconnect the power converter to the at least one second power connection when\nthe\nvehicle\nis to be charged from the power source;\nconnect the power converter to the at least one third power connection when\npower is to be delivered to another charger; and\nconnect the at least one third power connection to the at least one second\npower\nconnection when power from another charger is to be delivered to the\nvehicle\n,\n- 12 -\nwherein the controller is configured during operation to route power based on\ninformation obtained from the\nvehicle\nwith a\nbattery\nto be charged.\n10. The network of chargers according to claim 9, wherein each charger\ncomprises:\nthe modular charging node system formed by mutually connecting the at least\none third\npower connection of multiple chargers.\n11. The network of chargers according to claim 9, wherein the power\nconverter is coupled\ndirectly to at least one of the first power connection, the at least one\nsecond power connection,\nthe at least one third power connection, and the power switch.\n12. A method for operating a plurality of chargers for\nbatteries\nof\nelectric\nvehicles\n, the\nchargers being interconnected as a network of chargers for\nelectric\nvehicles\n,\neach charger\ncomprising:\na first power connection for exchanging power with a power source;\na power converter for converting power from the power source to a charge\ncurrent value\nfor charging\nelectric\nvehicles\n;\nat least one second power connection for exchanging power with a\nvehicle\n; and\nat least one third power connection for exchanging power with another charger;\neach charger being configured for at least one of routing power to the at\nleast one second\npower connection when the\nvehicle\nis to be charged from the power source,\nrouting\npower to the at least one third power connection when power is to be delivered\nto another\ncharger and routing power from the at least one third power connection to the\nsecond\npower connection when power from another charger coupled to the at least one\nthird\npower connection is to be delivered to the\nvehicle\n,\nwherein:\n- 13 -\nthe chargers, when coupled to a power source, being a grid connection,\ntogether form a\ncharging node system by being mutually interconnected via the at least one\nthird power\nconnections, and wherein:\nat least one of the chargers comprises a controllable power switch coupled to\nat least two\nof: the power converter, the at least one second power connection, and the at\nleast one\nthird power connection; and\na controller is provided for routing power by controlling the power switch,\nand is\nprogrammed to perform, the method comprising:\nconnecting the power converter to the at least one second power connection\nwhen the\nvehicle\nis to be charged from the power source;\nconnecting the power converter to the at least one third power connection when\npower is\nto be delivered to another charger; and\nconnecting the at least one third power connection to the at least one second\npower\nconnection when power from another charger is to be delivered to the\nvehicle\n.\n13. The method according to claim 12, comprising:\nconducting at least a multiple of the power convertible by one power converter\nthrough a\nsecond power connection to a\nvehicle\nto be charged. | 2005026 | Netherlands (Kingdom of the) | 2010-07-05 | La présente invention porte sur un réseau de chargeurs pour un accumulateur d'un véhicule électrique qui comprend une 1ère connexion d'alimentation destinée à échanger de l'énergie avec une source d'alimentation, un convertisseur d'énergie destiné à convertir l'énergie provenant de la source d'alimentation en une valeur appropriée pour recharger des véhicules électriques, une 2e connexion d'alimentation destinée à échanger de l'énergie avec le véhicule, au moins une 3e connexion d'alimentation destinée à échanger de l'énergie avec un autre chargeur, un commutateur d'énergie commandé, couplé au convertisseur d'énergie, à la 2e connexion d'alimentation et à la au moins 3e connexion d'alimentation, une unité de commande destinée à commander au moins le commutateur, configurée pour connecter le convertisseur d'énergie à la 2e connexion d'alimentation lorsqu'un véhicule doit être chargé par la source d'alimentation, pour connecter le convertisseur d'énergie à la au moins une 3e connexion d'alimentation lorsque l'énergie doit être envoyée à un autre chargeur, et pour connecter la au moins 3e connexion d'alimentation à la 2e connexion d'alimentation lorsque l'énergie d'un autre chargeur doit être fournie au véhicule. | True |
| 454 | Patent 2804357 Summary - Canadian Patents Database | CA 2804357 | NaN | CHARGER FOR ABATTERY, PLURALITY OF COUPLED CHARGERS AND METHOD OF OPERATING | CHARGEUR POUR ACCUMULATEUR, PLURALITE DE CHARGEURS COUPLES ET PROCEDE DE MISE EN OEUVRE | NaN | BOUMAN, CRIJN | 2019-04-30 | 2011-07-04 | NORTON ROSE FULBRIGHT CANADA LLP/S.E.N.C.R.L., S.R.L. | English | ABB E-MOBILITY B.V. | -9-\nCLAIMS:\n1. A network of chargers for\nelectric\nvehicles\n, each charger comprising:\na first power connection, for exchanging power with a power source;\na power converter for converting power from the power source to a charge\ncurrent\nsuitable value for charging\nelectric\nvehicles\n;\nat least one second power connection for exchanging power with a\nvehicle\n; and\nat least one third power connection for exchanging power with another charger;\neach charger being configured for at least one of routing power to the at\nleast one second\npower connection when a\nvehicle\nis to be charged from the power source,\nrouting power to the at\nleast one third power connection when power is to be delivered to another\ncharger and routing\npower from the at least one third power connection to the at least one second\npower connection\nwhen power from another charger coupled to the at least one third power\nconnection is to be\ndelivered to the\nvehicle\n,\nwherein:\nthe chargers, when coupled to the power source, being a grid connection,\ntogether form a\ncharging node system by being mutually interconnected via the at least one\nthird power\nconnection of each charger, and wherein:\nat least one of the chargers comprises a controllable power switch coupled to\nat least two\nof: the power converter, the at least one second power connection and the at\nleast one\nthird power connection; and\na controller is provided for routing power by controlling the power switch,\nand is\nconfigured during operation to perform at least one of:\nconnect the power converter to the at least one second power connection when\nthe\nvehicle\nis to be charged from the power source;\n-10-\nconnect the power converter to the at least one third power connection when\npower is to be delivered to another charger; and\nconnect the at least one third power connection to the at least one second\npower\nconnection when power from another charger is to be delivered to the\nvehicle\n,\nwherein the controller is configured during operation to route power based on\ninformation obtained from the\nvehicle\nwith a\nbattery\nto be charged.\n2. The network of chargers according to claim 1, wherein the at least one\nthird power\nconnection of each charger has a common connection, thus forming a power bus.\n3. The network of chargers according to claim 1, wherein the power\nconverter is coupled\ndirectly to at least one of the first power connection, the at least one\nsecond power connection,\nthe at least one third power connection, and the power switch.\n4. The network of chargers according to claim 1, wherein the controller,\nduring operation, is\nconfigured to route power from the first power connection to the at least one\nsecond power\nconnection, to enable charging\nbatteries\nof\nvehicles\nwith on-board chargers\ndirectly from the\npower source.\n5. The network of chargers according to claim 1, wherein the power\nconverter is further\ncoupled to the controller for controlling output power and form.\n6. The network of chargers according to claim 5, wherein the controller for\ncontrolling the\npower switch and for controlling the power converter is an integrated\ncontroller.\n7. The network of chargers according to claim 1, comprising: means for\nremote\ncommunication, to be controlled or provided with data regarding power\nrequirements from a\ncentral control centre.\n8. The network of chargers according to claim 1, wherein each charger is\ncoupled to a\npower source and together the network of chargers form a modular charging node\nsystem by\nbeing mutually interconnected via the at least one third power connections.\n- 11 -\n9. A network of chargers for\nelectric\nvehicles\n, each charger comprising:\na first power connection for exchanging power with a power source;\na power converter for converting power from the power source to a charge\ncurrent value\nfor charging\nelectric\nvehicles\n;\nat least one second power connection for exchanging power with a\nvehicle\n; and\nat least one third power connection for exchanging power with another charger;\nwherein:\nthe chargers, when coupled to the power source, being a grid connection,\ntogether form a\nmodular charging node system by being mutually interconnected via the at least\none third\npower connection of each charger, wherein:\neach charger has at least two third power connections, and the modular\ncharging node\nsystem is coupled ring-wise,\nand wherein each charger comprises:\na controllable power switch, coupled to at least two of: the power converter,\nthe at least\none second power connection and the at least one third connection; and\na controller for routing power by controlling the power switch, the controller\nbeing\nconfigured during operation to perform at least one of:\nconnect the power converter to the at least one second power connection when\nthe\nvehicle\nis to be charged from the power source;\nconnect the power converter to the at least one third power connection when\npower is to be delivered to another charger; and\nconnect the at least one third power connection to the at least one second\npower\nconnection when power from another charger is to be delivered to the\nvehicle\n,\n- 12 -\nwherein the controller is configured during operation to route power based on\ninformation obtained from the\nvehicle\nwith a\nbattery\nto be charged.\n10. The network of chargers according to claim 9, wherein each charger\ncomprises:\nthe modular charging node system formed by mutually connecting the at least\none third\npower connection of multiple chargers.\n11. The network of chargers according to claim 9, wherein the power\nconverter is coupled\ndirectly to at least one of the first power connection, the at least one\nsecond power connection,\nthe at least one third power connection, and the power switch.\n12. A method for operating a plurality of chargers for\nbatteries\nof\nelectric\nvehicles\n, the\nchargers being interconnected as a network of chargers for\nelectric\nvehicles\n,\neach charger\ncomprising:\na first power connection for exchanging power with a power source;\na power converter for converting power from the power source to a charge\ncurrent value\nfor charging\nelectric\nvehicles\n;\nat least one second power connection for exchanging power with a\nvehicle\n; and\nat least one third power connection for exchanging power with another charger;\neach charger being configured for at least one of routing power to the at\nleast one second\npower connection when the\nvehicle\nis to be charged from the power source,\nrouting\npower to the at least one third power connection when power is to be delivered\nto another\ncharger and routing power from the at least one third power connection to the\nsecond\npower connection when power from another charger coupled to the at least one\nthird\npower connection is to be delivered to the\nvehicle\n,\nwherein:\n- 13 -\nthe chargers, when coupled to a power source, being a grid connection,\ntogether form a\ncharging node system by being mutually interconnected via the at least one\nthird power\nconnections, and wherein:\nat least one of the chargers comprises a controllable power switch coupled to\nat least two\nof: the power converter, the at least one second power connection, and the at\nleast one\nthird power connection; and\na controller is provided for routing power by controlling the power switch,\nand is\nprogrammed to perform, the method comprising:\nconnecting the power converter to the at least one second power connection\nwhen the\nvehicle\nis to be charged from the power source;\nconnecting the power converter to the at least one third power connection when\npower is\nto be delivered to another charger; and\nconnecting the at least one third power connection to the at least one second\npower\nconnection when power from another charger is to be delivered to the\nvehicle\n.\n13. The method according to claim 12, comprising:\nconducting at least a multiple of the power convertible by one power converter\nthrough a\nsecond power connection to a\nvehicle\nto be charged. | 2005026 | Netherlands (Kingdom of the) | 2010-07-05 | La présente invention porte sur un réseau de chargeurs pour un accumulateur d'un véhicule électrique qui comprend une 1ère connexion d'alimentation destinée à échanger de l'énergie avec une source d'alimentation, un convertisseur d'énergie destiné à convertir l'énergie provenant de la source d'alimentation en une valeur appropriée pour recharger des véhicules électriques, une 2e connexion d'alimentation destinée à échanger de l'énergie avec le véhicule, au moins une 3e connexion d'alimentation destinée à échanger de l'énergie avec un autre chargeur, un commutateur d'énergie commandé, couplé au convertisseur d'énergie, à la 2e connexion d'alimentation et à la au moins 3e connexion d'alimentation, une unité de commande destinée à commander au moins le commutateur, configurée pour connecter le convertisseur d'énergie à la 2e connexion d'alimentation lorsqu'un véhicule doit être chargé par la source d'alimentation, pour connecter le convertisseur d'énergie à la au moins une 3e connexion d'alimentation lorsque l'énergie doit être envoyée à un autre chargeur, et pour connecter la au moins 3e connexion d'alimentation à la 2e connexion d'alimentation lorsque l'énergie d'un autre chargeur doit être fournie au véhicule. | True |
| 455 | Patent 3206689 Summary - Canadian Patents Database | CA 3206689 | NaN | POWER DELIVERY CONTROL SYSTEM FOR ANELECTRICVEHICLEAND DIAGNOSTIC METHOD THEREFOR | SYSTEME DE COMMANDE DE DISTRIBUTION DE PUISSANCE POUR VEHICULE ELECTRIQUE ET PROCEDE DE DIAGNOSTIC ASSOCIE | NaN | WESENAUER, SEVERIN, WOLFSEGGER, SIMON, HOESSLE, FLORIAN | NaN | 2022-01-28 | BCF LLP | English | BRP-ROTAX GMBH & CO. KG | 23\nClaims:\n1.\nA power delivery control system configured for selectively delivering\npower from a\nbattery\nto a power stage of a\nvehicle\n, the power delivery control system\ncomprising:\na contactor module, comprising:\na first switched non-current-limiting path connectable between a first\npolarity\nof the\nbattery\nand a first polarity of the power stage of the\nvehicle\n,\na first switched current-limiting path mounted in parallel with the first\nswitched\nnon-current-limiting path,\na second switched non-current-limiting path connectable between a second\npolarity of the\nbattery\nand a second polarity of the power stage of the\nvehicle\n,\na second switched current-limiting path mounted in parallel with the second\nswitched non-current-limiting path,\na voltage sensor configured for measuring an output voltage of the contactor\nmodule\nbetween the first and second polarities of the power stage of the\nvehicle\n; and\na motor control module operatively connected to the first and second switched\nnon-\ncurrent-limiting paths, to the first and second switched current-limiting\npaths, and to the voltage\nsensor, the motor control module being configured for:\na) initiating a start procedure in response to receiving a command for the\nstart\nprocedure,\nb) after a), during the start procedure, selectively closing the first\nswitched\ncurrent-limiting path,\nc) after b), during the start procedure, in response to a magnitude of the\noutput\nvoltage being less than a first voltage threshold, opening the first switched\ncurrent-limiting path and closing the second switched current-limiting path,\nd) after c), during the start procedure, in response to the magnitude of the\noutput voltage being less than the first voltage threshold, closing the first\nswitched current-limiting path,\ne) after d), during the start procedure, in response to the magnitude of the\noutput voltage increasing to meet or exceed a second voltage threshold\ngreater than the first voltage threshold, closing the first and second\nswitched\nnon-current-limiting paths.\nCA 03206689 2023- 7- 27\n24\n2. The system of claim 1, wherein the contactor module further comprises:\na first input configured for being\nelectrically\nconnected to the first\npolarity of the\nbattery\n;\na second input configured for being\nelectrically\nconnected to the second\npolarity of the\nbattery\n;\na first output configured for being\nelectrically\nconnected to the first\npolarity of the\npower stage of the\nvehicle\n; and\na second output configured for being\nelectrically\nconnected to the second\npolarity of\nthe power stage of the\nvehicle\n;\nwherein:\nthe first switched non-current limiting path and the first switched current\nlimited\npath extend between the first input and the first output of the contactor\nmodule,\nthe second switched non-current limiting path and the second switched current\nlimited path extend between the second input and the second output of the\ncontactor\nmodule, and\nthe voltage sensor is configured for measuring the output voltage of the\ncontactor module between the first and second outputs of the contactor module.\n3. The system of claim 1, wherein the motor control module is further\nconfigured for:\naborting the start procedure at operation c) or d) in response to the\nmagnitude of the\noutput voltage meeting or exceeding the first voltage threshold, and\naborting the start procedure at operation e) in response to the magnitude of\nthe output\nvoltage failing to meet or exceed the second voltage threshold.\n4. The system of claim 1. wherein each of the first switched current-\nlimiting path, the\nsecond switched current-limiting path, the first switched non-current limiting\npath and the\nsecond switched non-current limiting path is normally open.\n5. The system of claim 1, wherein the motor control module is further\nconfigured for\nopening each of the first switched current-limiting path, the second switched\ncurrent-limiting\npath, the first switched non-current limiting path and the second switched non-\ncurrent limiting\npath before receiving the command for the start procedure.\n6. The system of claim 4, further comprising:\na capacitor connected to the first and second polarities of the power stage of\nthe\nvehicle\n;\nCA 03206689 2023- 7- 27\n25\nwherein the first switched current-limiting path is a first pre-charge circuit\nfor the\ncapacitor; and\nwherein the second switched current-limiting path is a second pre-charge\ncircuit for the\ncapacitor.\n7. The system of claim 6, wherein:\nthe first switched current-limiting path comprises a first switch connected in\nseries with\na first resistor; and\nthe second switched current-limiting path comprises a second switch connected\nin\nseries with a second resistor.\n8. The system of claim 7, further comprising:\na first coil operatively connected to the first switch, the first coil being\ncontrolled by\nthe motor control module to open and close the first switch; and\na second coil operatively connected to the second switch, the second coil\nbeing\ncontrolled by the motor control module to open and close the second switch.\n9. The system of claim 7, wherein resistances of the first and second\nresistors are selected\nas a function of a capacitance of the capacitor so that a current flowing\nbetween the\nbattery\nand\nthe capacitor in operation d) is less than or equal to a maximum current\nthreshold.\n10. The system of claim 9, wherein the motor control module is\nfurther configured for:\nbetween operations b) and c), determining that the second switch is closed if\nthe output\nvoltage increases at a rate corresponding to a relation between the\ncapacitance of the capacitor\nand a sum of the resistances of the first and second resistors;\nbetween operations b) and c), determining that the second switched non-current\nlimiting\npath is closed if the output voltage increases at a rate corresponding to a\nrelation between the\ncapacitance of the capacitor and the resistance of the first resistor;\nbetween operations c) and d), detecting that the first switch is closed if the\noutput\nvoltage increases at the rate corresponding to a relation between the\ncapacitance of the capacitor\nand the sum of the resistances of the first and second resistors; and\nbetween operations c) and d), detecting that the first switched non-current\nlimiting path\nis closed if the output voltage increases at a rate corresponding to a\nrelation between the\ncapacitance of the capacitor and the resistance of the second resistor.\nCA 03206689 2023- 7- 27\n26\n11. The system of claim 1, wherein the motor control module is further\nconfigured for\nopening the first and second switched current-limiting paths after closing the\nfirst and second\nswitched non-current-limiting paths.\n12. The system of claim 1, wherein the motor control module is further\nconfigured for:\nverifying the output voltage after operation a) and before operation b);\nexecuting operation b) in response to the output voltage measured after\noperation a)\nbeing less than an early restart voltage threshold; and\nclosing the first and second switched non-current-limiting paths in response\nto the\noutput voltage measured after operation a) being equal to or greater than the\nearly restart\nvoltage threshold.\n13. The system of claim 1, wherein:\nthe first switched non-current-limiting path comprises a first power\ncontactor; and\nthe second switched non-current-limiting path comprises a second power\ncontactor.\n14. The system of claim 13, further comprising:\na third coil operatively connected to the first power contactor, the third\ncoil being\ncontrolled by the motor control module to open and close the first power\ncontactor; and\na fourth coil operatively connected to the second power contactor, the fourth\ncoil being\ncontrolled by the motor control module to open and close the second power\ncontactor.\n15. The system of claim 1, wherein the motor control module is further\nconfigured for:\nreceiving a shutdown command; and\nopening of any one of the first switched non-current-limiting path, the second\nswitched\nnon-current-limiting path, the first switched current-limiting path, and the\nsecond switched\ncurrent-limiting path that is closed at a time of receiving the shutdown\ncommand.\n16. A diagnostic method for an\nelectric\nsystem comprising a power stage of\na\nvehicle\n, the\nmethod comprising:\na) initiating a start procedure in response to receiving, at the\nelectric\nsystem, a command\nfor the start procedure;\nb) after a), during the start procedure, selectively closing a first switched\ncurrent-\nlimiting path connecting a first polarity of a\nbattery\nto a first polarity of\na power stage of the\nvehicle\nof the\nelectric\nsystem;\nCA 03206689 2023- 7- 27\n27\nc) after b), during the start procedure, if a magnitude of an output voltage\nbetween the\nfirst polarity of the power stage of the\nvehicle\nand a second polarity of the\npower stage of the\nvehicle\nis less than a first voltage threshold, opening the first switched\ncurrent-limiting path\nand closing a second switched current-limiting path connecting a second\npolarity of the\nbattery\nto the second polarity of the power stage of the\nvehicle\n;\nd) after c), during the start procedure, if the magnitude of the output\nvoltage is less than\nthe first voltage threshold, closing the first switched current-limiting path;\ne) after d), during the start procedure, if the magnitude of the output\nvoltage increases\nto meet or exceed a second voltage threshold greater than the first voltage\nthreshold, closing a\nfirst non-current-limiting path parallel to the first current-limiting path\nand closing a second\nswitched non-current-limiting path parallel to the first current-limiting\npath.\n17. The method of claim 16, wherein:\nthe command for the start procedure is received at a motor control module\n(MCM)\ncontrolling the\nelectric\nsystem; and\nthe first and second switched current-limiting paths and the first and second\nnon-\ncurrent-limiting paths are controlled by the MCM in response to receiving the\ncommand for\nthe start procedure and in response to measurements of the output voltage.\n18. The method of claim 16, further comprising:\naborting the start procedure at operation c) or d) in response to the\nmagnitude of the\noutput voltage rneeting or exceeding the first voltage threshold, and\naborting the start procedure at operation e) in response to the magnitude of\nthe output\nvoltage failing to meet or exceed the second voltage threshold.\n19. The method of claim 16, wherein each of the first switched current-\nlimiting path, the\nsecond switched current-limiting path, the first switched non-current limiting\npath and the\nsecond switched non-current limiting path is normally open.\n20. The method of claim 16, further comprising opening each of the first\nswitched current-\nlimiting path, the second switched current-limiting path, the first switched\nnon-current limiting\npath and the second switched non-current limiting path before receiving the\ncommand for the\nstart procedure.\n21. The method of claim 19, wherein:\nCA 03206689 2023- 7- 27\n28\na capacitor is connected to the first and second polarities of the power stage\nof the\nvehicle\n; and\nclosing the first and second switched current-limiting paths pre-charges the\ncapacitor.\n22. The method of claim 21, wherein:\nclosing the first switched current-limiting path comprises closing a first\nswitch\nconnected in series with a first resistor; and\nclosing the second switched current-limiting path comprises closing a second\nswitch\nconnected in series with a second resistor.\n23. The method of claim 22, further comprising:\nenergizing a first coil operatively connected to the first switch to close the\nfirst switch;\nand\nenergizing a second coil operatively connected to the second switch to close\nthe second\nswitch.\n24. The method of claim 22, wherein resistances of the first and second\nresistors are\nselected as a function of a capacitance of the capacitor so that a current\nflowing between the\nbattery\nand the capacitor in operation d) is less than or equal to a maximum\ncurrent threshold.\n25. The method of claim 24, further comprising:\nbetween operations b) and c), determining that the second switch is closed if\nthe output\nvoltage increases at a rate corresponding to a relation between the\ncapacitance of the capacitor\nand a sum of the resistances of the first and second resistors;\nbetween operations b) and c), determining that the second switched non-current\nlimiting\npath is closed if the output voltage increases at a rate corresponding to a\nrelation between the\ncapacitance of the capacitor and the resistance of the first resistor;\nbetween operations c) and d), detecting that the first switch is closed if the\noutput\nvoltage increases at the rate corresponding to a relation between the\ncapacitance of the capacitor\nand the sum of the resistances of the first and second resistors; and\nbetween operations c) and d), detecting that the first switched non-current\nlimiting path\nis closed if the output voltage increases at a rate corresponding to a\nrelation between the\ncapacitance of the capacitor and the resistance of the second resistor.\nCA 03206689 2023- 7- 27\n29\n26. The method of claim 16, further comprising opening the first and second\nswitched\ncurrent-limiting paths after closing the first and second switched non-current-\nlimiting paths.\n27. The method of claim 16, further comprising:\nverifying the output voltage after operation a) and before operation b);\nexecuting operation b) in response to the output voltage measured after\noperation a)\nbeing less than an early restart voltage threshold; and\nclosing the first and second switched non-current-limiting paths in response\nto the\noutput voltage measured after operation a) being equal to or greater than the\nearly restart\nvoltage threshold.\n28. The method of claim 16, wherein:\nthe first switched non-current-limiting path comprises a first power\ncontactor; and\nthe second switched non-current-limiting path comprises a second power\ncontactor.\n29. The method of claim 28, further comprising:\ncontrolling a third coil operatively connected to the first power contactor to\nopen and\nclose the first power contactor; and\ncontrolling a fourth coil operatively connected to the second power contactor\nto open\nand close the second power contactor.\n30. The method of claim 16, further comprising:\nreceiving a shutdown command at the\nelectric\nsystem; and\nopening of any one of the first switched non-current-limiting path, the second\nswitched\nnon-current-limiting path, the first switched current-limiting path, and the\nsecond switched\ncurrent-limiting path that is closed at a time of receiving the shutdown\ncommand.\nCA 03206689 2023- 7- 27 | 63/143,466 | United States of America | 2021-01-29 | Une instruction pour une procédure de démarrage lance une séquence de diagnostic pour un système électrique (1) comportant un étage de puissance (20) d'un véhicule. Un premier trajet de limitation de courant commuté (150) entre une première polarité (12) d'une batterie (10) et une première polarité de l'étage de puissance (20) est fermé. Si une tension de sortie appliquée sur l'étage de puissance est inférieure à un seuil de basse tension (320), le premier trajet de limitation de courant commuté (150) est ouvert et un second trajet de limitation de courant commuté (170) entre une seconde polarité (14) de la batterie (10) et une seconde polarité de l'étage de puissance (20) est fermé. Si la tension de sortie est toujours inférieure au seuil de basse tension (340), le premier trajet de limitation de courant commuté (150) est à nouveau fermé (350). Si la tension de sortie augmente pour satisfaire ou dépasser un seuil de tension de fonctionnement, un premier trajet de non-limitation de courant commuté (125) parallèle au premier trajet de limitation de courant (150) et un second trajet de non-limitation de courant commuté (130) parallèle au second trajet de limitation de courant (170) sont tous deux fermés. | True |
| 456 | Patent 3044557 Summary - Canadian Patents Database | CA 3044557 | NaN | SYSTEM AND METHOD FOR AUTONOMOUSBATTERYREPLACEMENT | SYSTEME ET PROCEDE DE REMPLACEMENT DE BATTERIE AUTONOME | NaN | HIGH, DONALD R., O'BRIEN, JOHN J., CANTRELL, ROBERT L., ANTEL, NICHOLAS RAY | NaN | 2017-11-21 | DEETH WILLIAMS WALL LLP | English | WALMART APOLLO, LLC | CLAIMS\nWhat is claimed is:\n1. An unmanned\nbattery\noptimization\nvehicle\nthat operates in a product\ndelivery\nnetwork, comprising:\na transceiver that is configured to transmit and receive signals;\na\nbattery\noptimization apparatus that is configured to interact with a\nbattery\ndisposed at\nan unmanned autonomous\nvehicle\nthat is also operating in the product delivery\nnetwork;\na control circuit coupled to the transceiver and the\nbattery\noptimization\napparatus, the\ncontrol circuit being configured to cause the unmanned\nbattery\noptimization\nvehicle\nto independently navigate and travel to a present location of the autonomous\nvehicle\nbased at\nleast in part upon the signals received at the transceiver; and\nwhen the unmanned\nbattery\noptimization\nvehicle\nreaches the present location of\nthe\nunmanned autonomous\nvehicle\n, the control circuit is further configured to\ndirect the\nbattery\noptimization apparatus to engage in an interaction with the\nbattery\nat the\nunmanned autonomous\nvehicle\n, the interaction being effective to optimize\nbattery\noperation at the\nunmanned\nautonomous\nvehicle\n.\n2. The\nvehicle\nof claim 1, wherein the interaction exchanges the\nbattery\nat\nthe\nunmanned autonomous\nvehicle\nwith a replacement\nbattery\n.\n3. The\nvehicle\nof claim 1, wherein the interaction utilizes a physical\nconnection\nbetween the unmanned\nbattery\noptimization\nvehicle\nand the unmanned autonomous\nvehicle\nto\ncharge the\nbattery\nof the unmanned autonomous\nvehicle\n.\n4. The\nvehicle\nof claim 1, wherein the interaction comprises a wireless\ncharging of\nthe\nbattery\nfrom the unmanned\nbattery\noptimization\nvehicle\nand the unmanned\nautonomous\nvehicle\n.\n- 21 -\n5. The\nvehicle\nof claim 1, wherein the unmanned\nbattery\noptimization\nvehicle\nincludes a first storage receptor and a replacement\nbattery\ndisposed in the\nfirst storage receptor,\nand a second storage receptor that is configured to receive the\nbattery\nfrom\nthe unmanned\nautonomous\nvehicle\n.\n6. The\nvehicle\nof claim 1, wherein the control circuit is configured to\nreceive\nbattery\ncharge level information transmitted from the unmanned autonomous\nvehicle\nvia\nthe transceiver.\n7. The\nvehicle\nof claim 6, wherein the control circuit utilizes the\nbattery\ncharge level\ninformation to prioritize\nbattery\noptimization at a plurality of unmanned\nautonomous\nvehicles\n.\n8. The\nvehicle\nof claim 1, wherein the unmanned autonomous\nvehicle\nis a\nvehicle\nselected from the group consisting of an aerial drone and a ground\nvehicle\n.\n9. The\nvehicle\nof claim 1, wherein signals are broadcast from the\ntransceiver that\nseek to identify candidate unmanned autonomous\nvehicles\nneeding\nbattery\nreplacement.\n10. The\nvehicle\nof claim 1, wherein broadcast signals are received at the\ntransceiver\nidentifying unmanned autonomous\nvehicles\nthat desire\nbattery\nreplacement.\n11. An unmanned autonomous\nvehicle\n, the unmanned autonomous\nvehicle\noperating\nin the field away from a base, the\nvehicle\ncomprising:\nan engine and a propulsion apparatus;\na transceiver;\na\nbattery\n;\na sensor;\na control circuit that is coupled to the sensor, the engine and propulsion\napparatus, and\nthe transceiver, the control circuit configured to:\noperate the engine and propulsion apparatus to move the\nvehicle\nin the field;\n- 22 -\nsense at least one operational characteristic of the\nbattery\nusing the sensor;\nconduct an evaluation, based upon the operational characteristic of the\nbattery\n, of when to\nhave the\nbattery\nreplaced or recharged by a\nbattery\noptimization\nvehicle\n;\ntransmit a message via the transceiver to request that a\nbattery\noptimization\nvehicle\nreplace or re-charge the\nbattery\nbased upon the evaluation;\nsubsequently communicate with the\nbattery\noptimization\nvehicle\nvia the\ntransceiver to\nallow the\nbattery\noptimization\nvehicle\nto recharge or replace the\nbattery\n.\n12. The unmanned autonomous\nvehicle\nof claim 11, wherein the unmanned\nautonomous\nvehicle\nis an aerial drone or a ground\nvehicle\n.\n13. The unmanned autonomous\nvehicle\nof claim 11, wherein the operational\ncharacteristic is a voltage, and\nelectrical\ncurrent, or a power.\n14. The unmanned autonomous\nvehicle\nof claim 11, wherein the unmanned\nautonomous\nvehicle\ncarries a package and is on a package delivery route.\n15. A system for recharging or replacing a\nbattery\nat a disabled\nvehicle\n,\nthe system\ncomprising:\nan unmanned autonomous\nvehicle\n, the unmanned autonomous\nvehicle\noperating in\nthe\nfield independently and away from a base, the unmanned autonomous\nvehicle\nincluding a\nbattery\n, the\nbattery\nhaving a condition requiring optimization;\nan unmanned\nbattery\noptimization\nvehicle\n, the unmanned optimization\nvehicle\noperating\nin the field to independently discover the condition of the\nbattery\nof the\nunmanned autonomous\nvehicle\n, and to independently navigate to the unmanned autonomous\nvehicle\n;\nwherein when the unmanned\nbattery\noptimization\nvehicle\nreaches the location of\nthe\nunmanned autonomous\nvehicle\n, the unmanned\nbattery\nauthorization\nvehicle\nengages in an\n- 23 -\ninteraction with the\nbattery\n, the interaction being effective to optimize\noperation of the\nbattery\nat\nthe unmanned autonomous\nvehicle\n.\n16. The system of claim 15, wherein the unmanned autonomous\nvehicle\nfurther\ncomprising:\na propulsion system;\na transceiver;\na control circuit that is coupled to the propulsion system, the transceiver,\nand the\nbattery\n,\nthe control circuit configured to:\noperate the propulsion system to move the\nvehicle\nin the field;\nsense at least one operational characteristic of the\nbattery\n;\nconduct an evaluation, based upon the operational characteristic of the\nbattery\n, of when to\nhave the\nbattery\nreplaced or recharged by the\nbattery\noptimization\nvehicle\n;\ntransmit a message via the transceiver to request that a\nbattery\noptimization\nvehicle\nreplace or re-\ncharge the\nbattery\nbased upon the evaluation;\nsubsequently communicate with the\nbattery\noptimization\nvehicle\nto allow the\nbattery\noptimization\nvehicle\nto recharge or replace the\nbattery\n.\n17. The system of claim 15, wherein the\nbattery\noptimization\nvehicle\nfurther\ncomprises:\na transceiver that is configured to transmit and receive signals;\na\nbattery\noptimization apparatus that is configured to interact with a\nbattery\ndisposed at\nan unmanned autonomous\nvehicle\nthat is also operating in the product delivery\nnetwork;\na control circuit coupled to the transceiver and the\nbattery\noptimization\napparatus, the\ncontrol circuit being configured to cause the unmanned\nbattery\noptimization\nvehicle\nto independently navigate and travel to a present location of the autonomous\nvehicle\nbased at\nleast in part upon the signals received at the transceiver; and\nwhen the unmanned\nbattery\noptimization\nvehicle\nreaches the present location of\nthe\nunmanned autonomous\nvehicle\n, the control circuit is further configured to\ndirect the\nbattery\noptimization apparatus to engage in an interaction with the\nbattery\nat the\nunmanned autonomous\n- 24 -\nvehicle\n, the interaction being effective to optimize\nbattery\noperation at the\nunmanned\nautonomous\nvehicle\n.\n18. The system of claim 15, wherein the interaction is re-charging or\nreplacing the\nbattery\n.\n19. The system of claim 15, wherein the unmanned autonomous\nvehicle\ncomprises an\naerial drone or an unmanned automated ground\nvehicle\n.\n20. The system of claim 15, wherein the unmanned autonomous\nvehicle\ncarries\na\npackage and is on a package delivery route.\n- 25 - | 62/425,173 | United States of America | 2016-11-22 | Un véhicule sans pilote à optimisation de batterie comprend un émetteur-récepteur, un appareil d'optimisation de batterie et un circuit de commande. L'émetteur-récepteur est conçu pour émettre et recevoir des signaux. L'appareil d'optimisation de batterie est conçu pour interagir avec une batterie disposée au niveau d'un véhicule autonome sans pilote. Le circuit de commande est couplé à l'émetteur-récepteur et à l'appareil d'optimisation de batterie. Le circuit de commande est conçu pour amener le véhicule sans pilote à optimisation de batterie à naviguer et à se déplacer de manière autonome vers un emplacement courant du véhicule autonome sur la base au moins en partie des signaux reçus au niveau de l'émetteur-récepteur. Lorsque le véhicule sans pilote à optimisation de batterie atteint l'emplacement courant du véhicule autonome sans pilote, le circuit de commande est en outre conçu pour amener l'appareil d'optimisation de batterie à s'engager dans une interaction avec la batterie au niveau du véhicule autonome sans pilote. L'interaction est efficace pour optimiser le fonctionnement de la batterie au niveau du véhicule autonome sans pilote. | True |
| 457 | Patent 2955870 Summary - Canadian Patents Database | CA 2955870 | NaN | VEHICLECHARGING STATION COMPRISING A TWO-MEMBERED MANIPULATOR | STATION DE CHARGE DE VEHICULE AVEC UN MANIPULATEUR A DEUX ELEMENTS | NaN | BUHS, FLORIAN, LASKE, ANDREAS, ROMPE, ANDRE | NaN | 2015-06-24 | SMART & BIGGAR LLP | English | SIEMENS AKTIENGESELLSCHAFT | 14\nClaims\n1. A\nvehicle\ncharging station for charging an energy\naccumulator (22) of a\nbattery\n-driven\nvehicle\n(10), in\nparticular an\nelectric\nbus or a hybrid\nvehicle\n, wherein the\nvehicle\n(10) parks in a pre-defined parking position (24)\nduring the charging process, comprising:\na) a base (2) which is arranged in the vicinity of the\npre-defined parking position (24);\nb) a multi-membered manipulator (23) having a first\nmember (4), one end of which is rotatably mounted\nin a revolute joint (3) on the base (2) and is\nrotary driven by means of a rotary drive (31), and\nthe other end of which is connected to a first end\nof a second member (6) by means of a second\nrevolute joint (5), wherein said second revolute\njoint (5) is likewise rotary driven by means of a\nsecond rotary drive (51), wherein the other end of\nthe second member (6) is connected to a supply-\ncontact device (8), such that, by means of a rotary\nmotion of the first member (4) and/or the second\nmember (6), an\nelectrical\ncontact can be made\nbetween contact elements of the supply-contact\ndevice (8) and corresponding contact elements of a\nreceiving-contact device (9), the contact elements\nof which receiving-contact device are permanently\nconnected to the\nvehicle\nroof (13) or a side wall\n(21) of the\nvehicle\n(10).\n2. The\nvehicle\ncharging station as claimed in claim 1,\ncharacterized in that the supply-contact device (8) is\nconfigured to make an\nelectrical\ncontact with contact\nstrips of the receiving-contact device (9), said contact\n15\nstrips being arranged in a plane of the\nvehicle\nroof (13)\nor of the side wall (21) of the\nvehicle\n(10) or in a plane\nparallel thereto.\n3. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8) is\nconfigured to make an\nelectrical\ncontact with at least\nthree elongated contact strips of the receiving-contact\ndevice (9), said contact strips being arranged either in\nthe longitudinal extension of the\nvehicle\n(10) or\ntransverse to the longitudinal extension of the\nvehicle\n(10) or at an angle to the longitudinal extension of the\nvehicle\n(10).\n4. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8)\nconsists of four contact strips which are arranged in the\nshape of a cross (15) and is fashioned such that an\nelectrical\ncontact can be made with four corresponding\ncontact strips of the receiving-contact device (9), said\ncorresponding contact strips being arranged in the shape of\na rectangle (14).\n5. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8)\nconsists of four contact strips which are arranged in the\nshape of a square or a rectangle (14) and is fashioned such\nthat an\nelectrical\ncontact can be made with four\ncorresponding contact strips of the receiving-contact\ndevice (9), said corresponding contact strips being\narranged in the shape of a cross (15).\n6. The\nvehicle\ncharging station as claimed in one of claims 1-\n5, characterized in that the connection between the other\nend of the second member (6) and the supply-contact device\n16\n(8) is established by means of a revolute joint (7).\n7. The\nvehicle\ncharging station as claimed in claim 6,\ncharacterized in that the revolute joint (7) is rotary\ndriven by means of a rotary drive (71).\n8. The\nvehicle\ncharging station as claimed in one of claims 1-\n5, characterized in that, by means of the drives (31, 51),\nthe individual members (4, 6) of the multi-membered\nmanipulator (23) are movable in a swivel plane (y-z plane)\nwhich is oriented approximately transversely to the\nlongitudinal extension of the parking\nvehicle\n(10).\n9. A method for charging the energy accumulator (22) in a\nbattery\n-driven\nvehicle\n(10), in particular an\nelectric\nbus\nor a hybrid\nvehicle\n, wherein the\nvehicle\n(10), for the\npurpose of charging, parks in a pre-defined parking\nposition (24), with a\nvehicle\ncharging station (1),\ncomprising:\ni. a base (2) which is arranged in the vicinity of the\npre-defined parking position (24);\nii. a multi-membered manipulator (23) having a first\nmember (4), one end of which is mounted in a\nrevolute joint (3) on the base (2) and is rotary\ndriven by means of a rotary drive (31), and the\nother end of which is connected to a first end of a\nsecond member (6) by means of a second revolute\njoint (5), wherein said second revolute joint (5)\nis likewise rotary driven by means of a second\nrotary drive (51), wherein the other end of the\nsecond member (6) is connected to a supply-contact\ndevice (8), such that, by means of a rotary motion\nof the first member (4) and/or the second member\n(6) an\nelectrical\ncontact is made between contact\n17\nelements of the supply-contact device (8) and\ncorresponding contact elements of a receiving-\ncontact device (9), the contact elements of which\nreceiving-contact device are permanently connected\nto the\nvehicle\nroof (13) or a side wall (21) of the\nvehicle\n(10).\n10. The method as claimed in claim 9, characterized in that the\nmembers of the manipulator (23) are moved in a swivel plane\nwhich runs substantially transverse to the longitudinal\nextension of the parking\nvehicle\n(10).\n11. The method as claimed in claim 9, characterized in that the\nrotary motion of the first member (4) and/or the second\nmember (6) proceeds automatically, controlled by a control\ndevice (26).\n12. The method as claimed in claim 9, characterized in that the\ncontrol device (26), in controlling the drives (31, 51) and\noptionally the drive (71), takes into account a\nvehicle\n-\nposition signal supplied by a position-detection device.\n13. A\nbattery\n-driven, non-railbound\nvehicle\n(10) comprising a\nreceiving-contact device (9) which is permanently mounted\non the\nvehicle\nroof (13) or on a side wall (21) of the\nvehicle\n(10) and has elongated contact elements which are\narranged either in the shape of a cross or in the shape of\na rectangle.\n14. The\nvehicle\nas claimed in claim 13, characterized in that\nthe contact elements are embedded at least partially in a\ncontact plate (16) made from an\nelectrical\ninsulator. | A50510/2014 | Austria | 2014-07-23 | L'invention concerne une station de charge de véhicule servant à charger un accumulateur d'énergie d'un véhicule alimenté par batterie (10), en particulier d'un bus électrique ou d'un véhicule hybride. Le véhicule (5) stationne dans une position de stationnement (24) prédéfinie pendant le processus de charge. L'objet de l'invention comprend : a) une base (2) qui est disposée à proximité de la position de stationnement (24) prédéfinie; b) un manipulateur à deux éléments (4), pourvu d'un premier élément (4) qui est supporté par l'une de ses extrémités dans une articulation tournante (3) sur la base (2) et entraîné en rotation au moyen d'un entraînement rotatif (31), et qui est relié par son autre extrémité à une première extrémité d'un deuxième élément (6) par l'intermédiaire d'une deuxième articulation tournante (5). La deuxième articulation tournante (5) est elle aussi entraînée en rotation au moyen d'un deuxième entraînement rotatif (51) et l'autre extrémité du deuxième élément (6) est reliée à un dispositif de contact d'alimentation (6), de sorte qu'un mouvement de pivotement du premier élément (4) et/ou du deuxième élément (6) permet d'établir un contact électrique entre des éléments de contact du dispositif de contact d'alimentation (8) et des éléments de contact correspondants d'un dispositif de contact d'accueil (9) dont les éléments de contact sont fixés à demeure au toit du véhicule (13) ou à une paroi latérale (21) du véhicule (10). | True |
| 458 | Patent 2260789 Summary - Canadian Patents Database | CA 2260789 | NaN | INTEGRATED POWER SOURCE | SOURCE DE PUISSANCE INTEGREE | NaN | LEW, ARK L., SUTER, JOSEPH J., LE, BINH Q. | NaN | 1996-06-24 | BORDEN LADNER GERVAIS LLP | English | THE JOHNS HOPKINS UNIVERSITY | 4. An integrated power source comprising:\nan all polymer\nbattery\n, and\nenergy conversion means connected to said\nbattery\nfor\ndelivering\nelectrical\nenergy to said\nbattery\n.\nWhat is claimed is:\n5. An integrated power source according to claim 4,\nwherein said energy conversion means comprises an array of\nsolar cells.\n6. An integrated power source according to claim 4,\nwherein said energy conversion means is an RF charging unit.\n7. An integrated power source comprising:\na. a base structure material;\nb. semiconductor circuitry for implementing power\nmanagement functions;\nc. an all polymer\nbattery\ncomposed of an ionically\nconducting gel polymer electrode doped on one\nsurface with a polymeric anode and doped on its\nopposing surface with a polymeric cathode;\nd. solar energy conversion means for delivering\nelectrical\ncurrent to said\nbattery\n; and\ne. a cover protecting said energy conversion means\ntransparent to solar radiation.\n8. An integrated power source according to claim 7,\nwherein apart from said base structure material said inside to\noutside composition is highly malleable for adaptation to\nmultiple structural configurations.\n9. An integrated power source according to claim 7,\nwherein said semiconductor circuitry includes a RF charging\ncircuit, means for regulating the charge delivered to said\nbattery\n, and means for indicating the life status of said,\nbattery\n.\n10. An integrated power source according to claim 7,\nwherein said energy conversion means comprises an array of\nsolar cells.\n11. A power source integrally formed on a base material\nhaving a particular physical configuration comprising:\na. a layer of semiconductor circuitry mounted on said\nbase material for implementing power management\nfunctions;\nb. an all polymer\nbattery\ncomposed of an ionically\nconducting gel polymer electrode doped on one surface\nwith a polymeric anode and doped on its opposing\nsurface with a polymeric cathode;\nc. solar energy conversion means for delivering\nelectrical\ncurrent to said\nbattery\n; and\nd. a transparent cover protecting said energy conversion\nmeans.\n12. A power source according to claim 11, wherein said\nsemiconductor circuitry includes a RF charging circuit, means\nfor regulating the charge delivered to said\nbattery\n, and means\nfor indicating the life status of said\nbattery\n.\n13. A power source according to claim 11, wherein said\nsolar energy conversion means comprises an array of solar\ncells.\n14. A power source according to claim 11, wherein said\ninside to outside composition is highly malleable for\nadaptation to the physical configuration of said base material.\n15. A power source according to claim 11, wherein said\nbase material comprises the housing of a hand-held transceiver.\n16. A power source according to claim 11, wherein said\nbase material comprises the shell of a passenger\nvehicle\n.\n17. A power source according to claim 11, wherein said\nbase material comprises the case of a lap top electronic unit.\n18. A power source according to claim 11, wherein said\nbase material comprises the rear window of a passenger\nvehicle\n.\n19. A power source according to claim 11, wherein said\nbase material comprises the roof of a building.\n20. A power source according to claim 11, wherein said\nbase material comprises a roadside sign or components of the\nintelligent highway.\n21. An integrated power source comprising:\na. semiconductor circuitry for implementing power\nmanagement functions;\nb. an all polymer\nbattery\n;\nc. solar energy conversion means for delivering\nelectrical\ncurrent to said\nbattery\n;\nd. a transparent cover protecting said solar energy\nmeans; and\ne. a base structure material having a particular\nstructural configuration; said layer of\nsemiconductor circuitry being bonded to the body\nof said base structure material whereby the\ncomposite laminations of said semiconductor\ncircuitry,\nbattery\n, and conversion means assume\nthe configuration of said base material.\n22. An integrated power source of claim 21, wherein said\nsolar energy conversion means comprises an array of solar\ncells.\n17\n23. An integrated power source having layers of\nlaminations arranged in the following order and comprising:\na\nbattery\ncharge state display;\na DRAMS/SRAMS memory module;\na rechargeable\nbattery\n;\nbattery\nelectronics;\nsolar cells;\na cover for protecting said solar cells;\nand a structural composite sandwiched between said\nsolar cells and\nbattery\nelectronics, between said\nbattery\nelectronics and said rechargeable\nbattery\n,\nbetween said rechargeable\nbattery\nand said memory\nmodule, and between said memory module and said\nbattery\ncharge state display.\n24. An integrated power source according to claim 1,\nwherein said\nbattery\nis a thin film polymer\nbattery\n.\n18\n25. An integrated power source comprising:\na rechargeable\nbattery\n;\nmicro-controller means for regulating the\nelectric\ncurrent flow to said\nbattery\n;\na plurality of sources of\nelectrical\ncurrent;\na selection unit connected between said\nmicrocontroller means and said plurality of sources of\nelectrical\ncurrent for selecting one of said sources\nof\nelectrical\ncurrent; and\nmeans connected to said micro-controller means for\nindicating the charge state of said\nbattery\n.\n26. An integrated power source according to claim 25\nincluding memory module-means for storing in digital format\ndata concerning various operational characteristics of said\nbattery\n.\n27. An integrated power source according to claim 25,\nwherein said\nbattery\nis a thin film polymer\nbattery\n.\n28. An integrated power source according to claim 25,\nwherein one of said sources of\nelectrical\ncurrent is a\nhandheld generator. | 08/632,969 | United States of America | 1996-04-16 | L'invention concerne une source de puissance (10) autonome, petite, légère, portative, renouvelable, modulaire et intégrée. La source de puissance se compose de piles solaires (18, 20) qui sont empilées sur une batterie (12) de polymère à semi-conducteurs. Cette batterie est, à son tour, placée sur un substrat contenant des circuits (26) qui gèrent la charge de la batterie de polymère. Cette charge peut s'effectuer par énergie solaire, ou également, par un couplage HF au moyen d'un matériel de charge HF externe (30) ou un générateur à main. Pour un meilleur support, la source de puissance intégrée est ensuite liée à un boîtier ou une structure d'applications. Cette source de puissance intégrée peut alimenter indépendamment l'application électronique. Cela peut servir de carter ou de boîtier en prenant la forme d'un boîtier d'applications. | True |
| 459 | Patent 3153955 Summary - Canadian Patents Database | CA 3153955 | NaN | SYSTEM WITH CONTROL DEVICE AND METHOD FORVEHICLEPROXIMITY REMOTE | SYSTEME COMPRENANT UN DISPOSITIF DE COMMANDE ET METHODE DE TELECOMMANDE DE PROXIMITE DE VEHICULES | NaN | TESSIER, MARTIN, NGUYEN, DUC MINH CONG | NaN | 2022-03-25 | LAVERY, DE BILLY, LLP | English | FORTIN SYSTEMES ELECTRONIQUES | 8\nCLAIMS\n1. A system for controlling a transmission of\nelectrical\nsignals (11) by a\nproximity\nremote (10) to a receiver (22) for regulating a remote access to premises of a\nvehicle\n, the\nproximity remote (10) being configured to be powered by a\nbattery\n(19) mounted\ntherein on\nfirst and second\nbattery\nbase contacts (24, 25), the system comprising:\nan internal control device (20, 20') insertable within the proximity remote\n(10), the\ninternal control device having a first conducting portion (30) connectable to\nthe first\nbattery\nbase contact (24) and a second conducting portion (32) connectable to the\nsecond\nbattery\nbase contact (25);\nfirst and second conductors (27, 62, 64) connectable to the internal control\ndevice\n(20, 20') at respective first and second contacts (34, 34', 36, 36') for\ncontrolling a power\nsupplied to the proximity remote (10); and\nan external power supply control device (28) connectable to the first and\nsecond\nconnectors (27) for controlling the power supplied to the proximity remote\n(10) via the\ninternal control device (20), thereby respectively permitting and inhibiting\nthe transmission.\n2. The system of claim 1, wherein the internal control device (20) comprises a\nprinted\ncircuit board (PCB).\n3. The system of claim 1, wherein the internal control device (20) includes a\nportion\nthat is shaped as a coin-shaped\nbattery\n.\n4. The system of to claim 1, wherein the first\nbattery\nbase contact (24) is\npositioned to\nmake contact to the first conducting portion (30) at a side edge of the\ninternal control device\n(20).\n5. The system of claim 1, wherein the second\nbattery\nbase contact (25) is\npositioned\nto make contact to the second conducting portion (32) on an underneath part\n(31) of the\ncontrol device (20).\n6. The system of claim 1, wherein the external power supply control device\n(28)\ncomprises an external\nbattery\nor external power supply (50) connected to a\nrelay or switch\n(52) for permitting and inhibiting the transmission.\n7. A control device (20, 20') for controlling a transmission of\nelectrical\nsignals (11) by a\nproximity remote (10) to a receiver (22) for regulating a remote access to\npremises of a\nvehicle\n, the proximity remote (10) being configured to be powered by a\nbattery\n(19) mounted\n9\ntherein on first and second\nbattery\nbase contacts (24, 25), the control device\n(20, 20')\ncomprising:\na coin-shaped element insertable within the proximity remote (10), the\ninternal\ncontrol device having a first conducting portion (30) connectable to the first\nbattery\nbase\ncontact (24) and a second conducting portion (32) connectable to the second\nbattery\nbase\ncontact (25); and\nfirst and second conductors (27, 62, 64) connectable to the control device\n(20, 20')\nat respective first and second contacts (34, 34', 36, 36') for controlling a\npower supplied to\nthe proximity remote (10),\nwherein the control device (20, 20') is operatively connectable to an external\npower\nsupply control device (28) via the first and second connectors (27) for\ncontrolling a power\nsupplied to the proximity remote (10), thereby respectively permitting and\ninhibiting the\ntransmission.\n8. A method for controlling a transmission of\nelectrical\nsignals (11) by a\nproximity\nremote (10) to a receiver (22) for regulating a remote access to premises of a\nvehicle\n, the\nproximity remote (10) being configured to be powered by a\nbattery\n(19) mounted\ntherein on\nfirst and second\nbattery\nbase contacts (24, 25), the method comprising:\ninserting an internal control device (20) within the proximity remote (10)\nhaving the\nfirst\nbattery\nbase contact (24) and the second\nbattery\nbase contact (25), the\ninternal control\ndevice (20) having a first conducting portion (30) connectable to the first\nbattery\nbase contact\n(24) and a second conducting portion (32) connectable to the second\nbattery\nbase contact\n(25); and\ncontrolling a power supplied to the control device (20) by means of an\nexternal\npower supply control device (28) connectable to the internal control device\n(20) via first and\nsecond conductors (27) for controlling the power supplied to the proximity\nremote (10),\nthereby respectively permitting and inhibiting the transmission. | 63/166,512 | United States of America | 2021-03-26 | Un système et un procédé de commande dune transmission de signaux électriques (11) par une télécommande de proximité (10) à un récepteur (22) de régulation dun accès à distance aux prémisses dun véhicule. La télécommande de proximité (10) est configurée pour être alimentée par une batterie (19) montée sur les premier et deuxième contacts de base de batterie (24, 25). Le système comprend : un dispositif de commande interne (20) insérable dans la télécommande de proximité (10) et raccordable au premier et au deuxième contacts de base de batterie (24, 25), le premier et le deuxième conducteurs (27) raccordables au dispositif de commande (20) à leurs premier et deuxième contacts respectifs pour commander une puissance fournie à la télécommande de proximité (10), et un dispositif de commande dalimentation (28) connectable aux premier et deuxième connecteurs (27) pour commander lalimentation fournie à la télécommande de proximité (10), permettant et invalidant respectivement la transmission. | True |
| 460 | Patent 2827796 Summary - Canadian Patents Database | CA 2827796 | NaN | SELF-CONTAINED AUTOMOTIVEBATTERYBOOSTER SYSTEM | DISPOSITIF SURVOLTEUR DE BATTERIE D'AUTOMOBILE AUTONOME | NaN | WEFLEN, DARRYL | 2019-06-11 | 2013-09-23 | HAUGEN, J. JAY | English | WEFLEN, DARRYL | 16\nWE CLAIM:\n1. A self-contained automotive\nbattery\nbooster system for delivering a\nsurge\nof\nelectrical\ncurrent to a depleted automotive\nbattery\n, the booster system\ncomprising:\na) an integral power source, the integral power source configured to\ndeliver the\nelectrical\ncurrent at one of two predetermined voltages,\nthe system further comprising an\nelectric\nswitch configured to switch\nbetween the predetermined voltages;\nb) a connector configured to connect the integral power source to the\ndepleted automotive\nbattery\n;\nc) a first circuit configured to control the flow of\nelectricity\nfrom the\nintegral power source to the depleted automotive\nbattery\n;\nd) a second circuit configured to provide an alert to a user, the second\ncircuit comprising an arming switch and a timer, the arming switch\nfurther configured to activate the timer to further activate the first\ncircuit to connect the integral power source to the depleted\nautomotive\nbattery\nfor a fixed period of time when the arming switch\nis armed, wherein the fixed period is set by the timer; and\ne) a status indicator configured to inform the user when the timer is\nactivated, wherein the status indicator facilitates activation of the first\ncircuit to control the flow of\nelectricity\nfrom the integral power source\nto the depleted automotive\nbattery\nsuch that a surge of\nelectrical\ncurrent is delivered from the integral power source to the depleted\nautomotive\nbattery\n.\n2. The booster system as set forth in claim 1, wherein the integral power\nsource comprises at least two\nbatteries\n.\n17\n3. The booster system as set forth in any one of claims 1 to 2, wherein the\nsecond circuit further comprises a third circuit configured to warn the user\nwhen the user has incorrectly connected the booster system to the depleted\nautomotive\nbattery\n.\n4. The booster system as set forth in any one of claims 1 to 3, wherein the\nsecond circuit further comprises a fourth circuit configured to prevent the\nuser from engaging the flow of\nelectricity\nfrom the integral power source to\nthe depleted automotive\nbattery\nwhen the user has incorrectly connected\nthe booster system to the depleted automotive\nbattery\n.\n5. The booster system as set forth in any one of claims 1 to 4 wherein the\nsecond circuit further comprises one or both of a horn and a warning LED.\n6. The booster system as set forth in any one of claims 1 to 5, wherein the\nsecond circuit further comprises a connection indicator LED to inform the\nuser when the booster system is properly connected to the depleted\nautomotive\nbattery\n.\n7. The booster system as set forth in claim 2, wherein the first circuit is\nfurther\nconfigured to deliver\nelectrical\ncurrent to the depleted\nbattery\nat a voltage\nequal to that of one of the at least two\nbatteries\n.\n8. The booster system as set forth in claim 2, wherein the first circuit is\nconfigured to deliver\nelectrical\ncurrent to the depleted\nbattery\nat a voltage\nequal to the at least two\nbatteries\nconnected in series.\n9. The booster system as set forth in claim 2, wherein the booster system\nfurther comprises charging circuitry configured for charging the at least two\nbatteries\nby an alternator disposed in an operating motor\nvehicle\n.\n10. The booster system as set forth in any one of claims 1 to 9, wherein\nthe\nbooster system further comprises a voltmeter configured to show the output\nvoltage of the integral power source.\n18\n11. A self-contained automotive\nbattery\nbooster system for delivering\nelectrical\ncurrent to a depleted automotive\nbattery\n, the booster system comprising:\na) an integral power source, the integral power source configured to\ndeliver the\nelectrical\ncurrent at one of two predetermined voltages,\nthe system further comprising an\nelectric\nswitch configured to switch\nbetween the two predetermined voltages;\nb) means for connecting the integral power source to the depleted\nautomotive\nbattery\n;\nc) a first circuit means for controlling the flow of\nelectricity\nfrom the\nintegral power source to the depleted automotive\nbattery\n;\nd) a second circuit means for providing an alert to the user, the second\ncircuit means comprising an arming switch further configured to\nactivate the timer to further activate the first circuit means to connect\nthe integral power source to the depleted automotive\nbattery\nfor a\nfixed period of time when the arming switch is armed, wherein the\nfixed period of time is set by the timer; and\ne) a status indicator configured to inform the user when the timer is\nactivated, wherein the status indicator facilitates activation of the first\ncircuit means to control the flow of\nelectricity\nfrom the integral power\nsource to the depleted automotive\nbattery\nsuch that\nelectrical\ncurrent\nis delivered from the integral power source to the depleted\nautomotive\nbattery\n.\n12. The booster system as set forth in claim 11, wherein the integral power\nsource comprises at least two\nbatteries\n.\n19\n13. The charger as set forth in any one of claims 11 to 12, wherein the\nsecond\ncircuit means further comprises a third circuit means for alerting the user\nwhen the user has incorrectly connected the booster system to the depleted\nautomotive\nbattery\n.\n14. The booster system as set forth in any one of claims 11 to 13 wherein\nthe\nsecond circuit means further comprises a fourth circuit means for preventing\nthe user from engaging the flow of\nelectricity\nfrom the integral power source\nto the depleted automotive\nbattery\nwhen the user has incorrectly connected\nthe booster system to the depleted automotive\nbattery\n.\n15. The booster system as set forth in any one of claims 11 to 14, wherein\nthe\nsecond circuit means further comprises one or both of a horn and a warning\nLED.\n16. The booster system as set forth in any one of claims 11 to 15, wherein\nthe\nsecond circuit means further comprise a connection indicator LED to inform\nthe user when the booster system is properly connected to the depleted\nautomotive\nbattery\n.\n17. The booster system as set forth in claim 12, wherein the first circuit\nmeans\nis further configured to deliver\nelectrical\ncurrent to the depleted\nbattery\nat\na\nvoltage equal to that of one of the at least two\nbatteries\nor at a voltage\nequal\nto the at least two\nbatteries\nconnected in series.\n18. The booster system as set forth in claim 12, wherein the booster system\nfurther comprises charging circuitry configured for charging the at least two\nbatteries\nby an alternator disposed in an operating motor\nvehicle\n.\n19. The booster system as set forth any one of claims 11 to 18, wherein the\nbooster system further comprises a voltmeter configured to show the output\nvoltage of the integral power source. | 61/704,520 | United States of America | 2012-09-23 | Un dispositif survolteur de batterie dautomobile autonome pour survolter des batteries dautomobile épuisée lorsquaucune source dalimentation externe nest disponible est divulgué, le dispositif survolteur de batterie dautomobile autonome ayant une source dalimentation intégrée; des moyens de connecter le dispositif survolteur de batterie dautomobile autonome à une batterie automobile; un circuit pour assurer la sécurité de lutilisateur, le dispositif survolteur de batterie dautomobile autonome et la batterie automobile épuisée; et un circuit pour permettre à lutilisateur de contrôler le flux délectricité de la source dalimentation intégrée à la batterie automobile épuisée. | True |
| 461 | Patent 2955870 Summary - Canadian Patents Database | CA 2955870 | NaN | VEHICLECHARGING STATION COMPRISING A TWO-MEMBERED MANIPULATOR | STATION DE CHARGE DE VEHICULE AVEC UN MANIPULATEUR A DEUX ELEMENTS | NaN | BUHS, FLORIAN, LASKE, ANDREAS, ROMPE, ANDRE | NaN | 2015-06-24 | SMART & BIGGAR LLP | English | SIEMENS AKTIENGESELLSCHAFT | 14\nClaims\n1. A\nvehicle\ncharging station for charging an energy\naccumulator (22) of a\nbattery\n-driven\nvehicle\n(10), in\nparticular an\nelectric\nbus or a hybrid\nvehicle\n, wherein the\nvehicle\n(10) parks in a pre-defined parking position (24)\nduring the charging process, comprising:\na) a base (2) which is arranged in the vicinity of the\npre-defined parking position (24);\nb) a multi-membered manipulator (23) having a first\nmember (4), one end of which is rotatably mounted\nin a revolute joint (3) on the base (2) and is\nrotary driven by means of a rotary drive (31), and\nthe other end of which is connected to a first end\nof a second member (6) by means of a second\nrevolute joint (5), wherein said second revolute\njoint (5) is likewise rotary driven by means of a\nsecond rotary drive (51), wherein the other end of\nthe second member (6) is connected to a supply-\ncontact device (8), such that, by means of a rotary\nmotion of the first member (4) and/or the second\nmember (6), an\nelectrical\ncontact can be made\nbetween contact elements of the supply-contact\ndevice (8) and corresponding contact elements of a\nreceiving-contact device (9), the contact elements\nof which receiving-contact device are permanently\nconnected to the\nvehicle\nroof (13) or a side wall\n(21) of the\nvehicle\n(10).\n2. The\nvehicle\ncharging station as claimed in claim 1,\ncharacterized in that the supply-contact device (8) is\nconfigured to make an\nelectrical\ncontact with contact\nstrips of the receiving-contact device (9), said contact\n15\nstrips being arranged in a plane of the\nvehicle\nroof (13)\nor of the side wall (21) of the\nvehicle\n(10) or in a plane\nparallel thereto.\n3. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8) is\nconfigured to make an\nelectrical\ncontact with at least\nthree elongated contact strips of the receiving-contact\ndevice (9), said contact strips being arranged either in\nthe longitudinal extension of the\nvehicle\n(10) or\ntransverse to the longitudinal extension of the\nvehicle\n(10) or at an angle to the longitudinal extension of the\nvehicle\n(10).\n4. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8)\nconsists of four contact strips which are arranged in the\nshape of a cross (15) and is fashioned such that an\nelectrical\ncontact can be made with four corresponding\ncontact strips of the receiving-contact device (9), said\ncorresponding contact strips being arranged in the shape of\na rectangle (14).\n5. The\nvehicle\ncharging station as claimed in claim 2,\ncharacterized in that the supply-contact device (8)\nconsists of four contact strips which are arranged in the\nshape of a square or a rectangle (14) and is fashioned such\nthat an\nelectrical\ncontact can be made with four\ncorresponding contact strips of the receiving-contact\ndevice (9), said corresponding contact strips being\narranged in the shape of a cross (15).\n6. The\nvehicle\ncharging station as claimed in one of claims 1-\n5, characterized in that the connection between the other\nend of the second member (6) and the supply-contact device\n16\n(8) is established by means of a revolute joint (7).\n7. The\nvehicle\ncharging station as claimed in claim 6,\ncharacterized in that the revolute joint (7) is rotary\ndriven by means of a rotary drive (71).\n8. The\nvehicle\ncharging station as claimed in one of claims 1-\n5, characterized in that, by means of the drives (31, 51),\nthe individual members (4, 6) of the multi-membered\nmanipulator (23) are movable in a swivel plane (y-z plane)\nwhich is oriented approximately transversely to the\nlongitudinal extension of the parking\nvehicle\n(10).\n9. A method for charging the energy accumulator (22) in a\nbattery\n-driven\nvehicle\n(10), in particular an\nelectric\nbus\nor a hybrid\nvehicle\n, wherein the\nvehicle\n(10), for the\npurpose of charging, parks in a pre-defined parking\nposition (24), with a\nvehicle\ncharging station (1),\ncomprising:\ni. a base (2) which is arranged in the vicinity of the\npre-defined parking position (24);\nii. a multi-membered manipulator (23) having a first\nmember (4), one end of which is mounted in a\nrevolute joint (3) on the base (2) and is rotary\ndriven by means of a rotary drive (31), and the\nother end of which is connected to a first end of a\nsecond member (6) by means of a second revolute\njoint (5), wherein said second revolute joint (5)\nis likewise rotary driven by means of a second\nrotary drive (51), wherein the other end of the\nsecond member (6) is connected to a supply-contact\ndevice (8), such that, by means of a rotary motion\nof the first member (4) and/or the second member\n(6) an\nelectrical\ncontact is made between contact\n17\nelements of the supply-contact device (8) and\ncorresponding contact elements of a receiving-\ncontact device (9), the contact elements of which\nreceiving-contact device are permanently connected\nto the\nvehicle\nroof (13) or a side wall (21) of the\nvehicle\n(10).\n10. The method as claimed in claim 9, characterized in that the\nmembers of the manipulator (23) are moved in a swivel plane\nwhich runs substantially transverse to the longitudinal\nextension of the parking\nvehicle\n(10).\n11. The method as claimed in claim 9, characterized in that the\nrotary motion of the first member (4) and/or the second\nmember (6) proceeds automatically, controlled by a control\ndevice (26).\n12. The method as claimed in claim 9, characterized in that the\ncontrol device (26), in controlling the drives (31, 51) and\noptionally the drive (71), takes into account a\nvehicle\n-\nposition signal supplied by a position-detection device.\n13. A\nbattery\n-driven, non-railbound\nvehicle\n(10) comprising a\nreceiving-contact device (9) which is permanently mounted\non the\nvehicle\nroof (13) or on a side wall (21) of the\nvehicle\n(10) and has elongated contact elements which are\narranged either in the shape of a cross or in the shape of\na rectangle.\n14. The\nvehicle\nas claimed in claim 13, characterized in that\nthe contact elements are embedded at least partially in a\ncontact plate (16) made from an\nelectrical\ninsulator. | A50510/2014 | Austria | 2014-07-23 | L'invention concerne une station de charge de véhicule servant à charger un accumulateur d'énergie d'un véhicule alimenté par batterie (10), en particulier d'un bus électrique ou d'un véhicule hybride. Le véhicule (5) stationne dans une position de stationnement (24) prédéfinie pendant le processus de charge. L'objet de l'invention comprend : a) une base (2) qui est disposée à proximité de la position de stationnement (24) prédéfinie; b) un manipulateur à deux éléments (4), pourvu d'un premier élément (4) qui est supporté par l'une de ses extrémités dans une articulation tournante (3) sur la base (2) et entraîné en rotation au moyen d'un entraînement rotatif (31), et qui est relié par son autre extrémité à une première extrémité d'un deuxième élément (6) par l'intermédiaire d'une deuxième articulation tournante (5). La deuxième articulation tournante (5) est elle aussi entraînée en rotation au moyen d'un deuxième entraînement rotatif (51) et l'autre extrémité du deuxième élément (6) est reliée à un dispositif de contact d'alimentation (6), de sorte qu'un mouvement de pivotement du premier élément (4) et/ou du deuxième élément (6) permet d'établir un contact électrique entre des éléments de contact du dispositif de contact d'alimentation (8) et des éléments de contact correspondants d'un dispositif de contact d'accueil (9) dont les éléments de contact sont fixés à demeure au toit du véhicule (13) ou à une paroi latérale (21) du véhicule (10). | True |
| 462 | Patent 2778420 Summary - Canadian Patents Database | CA 2778420 | NaN | PEAK DEMAND REDUCTION IN MINING HAUL TRUCKS UTILIZING AN ON-BOARD ENERGY STORAGE SYSTEM | REDUCTION DE LA DEMANDE DE POINTE DANS LES CAMIONS DE ROULAGE DE MINE UTILISANT UN SYSTEME D'ACCUMULATION D'ENERGIE EMBARQUE | NaN | MAZUMDAR, JOY, KOELLNER, WALTER G. | 2017-07-04 | 2010-09-14 | SMART & BIGGAR LP | English | SIEMENS INDUSTRY, INC. | CLAIMS:\n1 A method for supplying\nelectrical\npower to an\nelectrical\nmotor on a\nvehicle\n,\nwherein the\nelectrical\nmotor operates in at least one propel interval and in\nat least one\nretard interval, the method comprising the steps of:\ncharging an on-board\nelectrical\nenergy storage system with\nelectrical\npower from the\nelectrical\nmotor during the at least one retard interval;\nsupplying\nelectrical\npower to the\nelectrical\nmotor during the at least one\npropel interval with\nelectrical\npower from a trolley power system;\nmonitoring the\nelectrical\npower supplied from the trolley power system to\nthe\nelectrical\nmotor;\ndetermining whether the\nelectrical\npower supplied from the trolley power\nsystem is greater than a user-defined power limit; and\nsupplying\nelectrical\npower to the\nelectrical\nmotor from the on-board\nelectrical\nenergy storage system when the\nelectrical\npower supplied from the\ntrolley\npower system is greater than the user-defined power limit.\n2. The method of claim 1, wherein:\nthe on-board\nelectrical\nenergy storage system comprises at least one\nultracapacitor\n3 The method of claim 2, further comprising the steps of\nmonitoring the voltage across the at least one ultracapacitor;\ndetermining whether the voltage is greater than a voltage limit; and\nsupplying\nelectrical\npower from the on-board\nelectrical\nenergy storage\nsystem only when the voltage is greater than the voltage limit.\n4. The method of claim 1, wherein.\n13\nthe on-board\nelectrical\nenergy storage system comprises at least one\nbattery\n5. The method of claim 1, further comprising the step of:\ncharging the on-board\nelectrical\nenergy storage system with\nelectrical\npower supplied from an auxiliary power supply.\n6. The method of claim 5, wherein\nthe auxiliary power supply comprises a generator driven by an engine.\n7 The method of claim 5, wherein.\nthe auxiliary power supply comprises the trolley power system\n8 An\nelectrical\npower system for supplying\nelectrical\npower to an\nelectrical\nmotor on a\nvehicle\n, wherein the\nelectrical\nmotor is configured to draw\nelectrical\npower\nduring at least one propel interval and to generate\nelectrical\npower during at\nleast one\nretard interval, the\nelectrical\npower system comprising:\nan on-board\nelectrical\nenergy storage system configured to receive the\nelectrical\npower generated by the\nelectrical\nmotor during the at least one\nretard interval;\nand\nan inverter configured to:\nreceive\nelectrical\npower from the on-board\nelectrical\nenergy storage\nsystem;\nreceive\nelectrical\npower from a trolley power system, and\nsupply\nelectrical\npower to the\nelectrical\nmotor; and\na controller configured to.\n14\nsupply\nelectrical\npower to the\nelectrical\nmotor from only the trolley power\nsystem when the\nelectrical\npower drawn by the\nelectrical\nmotor during the at\nleast one\npropel interval is less than or equal to a power limit, and\nsupply first\nelectrical\npower to the\nelectrical\nmotor from the trolley power\nsystem and second\nelectrical\npower to the\nelectrical\nmotor from the on-board\nelectrical\nenergy storage system when the\nelectrical\npower drawn by the\nelectrical\nmotor\nis greater\nthan the power limit.\n9. The\nelectrical\npower system of claim 8, wherein\nthe on-board\nelectrical\nenergy storage system comprises at least one\nultracapacitor.\n10. The\nelectrical\npower system of claim 9, wherein the controller is\nfurther\nconfigured to\nmonitor the voltage across the at least one ultracapacitor,\ndetermine whether the voltage is greater than a voltage limit; and\nsupply\nelectrical\npower from the on-board\nelectrical\nenergy storage system\nonly when the voltage is greater than the voltage limit.\n11. The\nelectrical\npower system of claim 8, wherein\nthe on-board\nelectrical\nenergy storage system comprises at least one\nbattery\n.\n12. The\nelectrical\npower system of claim 8, further comprising\nan engine; and\nan\nelectrical\ngenerator coupled to the engine, wherein the\nelectrical\ngenerator is configured to supply\nelectrical\npower to the on-board\nelectrical\nenergy\nstorage system.\n13. A method for increasing the service life of a trolley power system,\nthe\ntrolley power system comprising a trolley cable, a contact strip, and a feeder\ncable\nconducting\nelectrical\ncurrent from the trolley cable to an\nelectrical\nmotor on\na\nvehicle\n,\nwherein the\nelectrical\nmotor operates in at least one propel interval and in\nat least one\nretard interval, the method comprising the steps of:\ncharging an on-board\nelectrical\nenergy storage system with\nelectrical\npower from the\nelectrical\nmotor during the at least one retard interval,\nmonitoring a current flowing through the trolley cable,\ndetermining whether the current is greater than a current limit;\nsupplying\nelectrical\npower to the\nelectrical\nmotor only from the trolley cable\nwhen the current is less than or equal to the current limit; and\nsupplying first\nelectrical\npower to the\nelectrical\nmotor from the trolley\ncable\nand second\nelectrical\npower to the\nelectrical\nmotor from the on-board\nelectrical\nenergy\nstorage system when the current is greater than the current limit.\n14. The method of claim 13, wherein\nthe on-board\nelectrical\nenergy storage system comprises at least one\nultracapacitor.\n15. The method of claim 13, wherein\nthe on-board\nelectrical\nenergy storage system comprises at least one\nbattery\n.\n16. An apparatus for supplying\nelectrical\npower to an\nelectrical\nmotor\non a\nvehicle\n, wherein the\nelectrical\nmotor operates in at least one propel interval\nand in at\nleast one retard interval, the apparatus comprising:\nmeans for charging an on-board\nelectrical\nenergy storage system with\nelectrical\npower from the\nelectrical\nmotor during the at least one retard\ninterval,\n16\nmeans for supplying\nelectrical\npower to the\nelectrical\nmotor during the at\nleast one propel interval with\nelectrical\npower from a trolley power system;\nmeans for monitoring the\nelectrical\npower supplied from the trolley power\nsystem to the\nelectrical\nmotor;\nmeans for determining whether the\nelectrical\npower supplied from the\ntrolley power system is greater than a user-defined power limit; and\nmeans for supplying\nelectrical\npower to the\nelectrical\nmotor from the on-\nboard\nelectrical\nenergy storage system when the\nelectrical\npower supplied from\nthe\ntrolley power system is greater than the user-defined power limit.\n17. The apparatus of claim 16, wherein:\nthe on-board\nelectrical\nenergy storage system comprises at least one\nultracapacitor.\n18. The apparatus of claim 17, further comprising:\nmeans for monitoring the voltage across the at least one ultracapacitor,\nmeans for determining whether the voltage is greater than a voltage limit;\nand\nmeans for supplying\nelectrical\npower from the on-board\nelectrical\nenergy\nstorage system only when the voltage is greater than the voltage limit.\n19. The apparatus of claim 16, wherein.\nthe on-board\nelectrical\nenergy storage system comprises at least one\nbattery\n.\n20. The apparatus of claim 16, further comprising:\nmeans for charging the on-board\nelectrical\nenergy storage system with\nelectrical\npower supplied from an auxiliary power supply.\n17\n21. The apparatus of claim 20, wherein\nthe auxiliary power supply comprises a generator driven by an engine.\n22. The apparatus of claim 20, wherein\nthe auxiliary power supply comprises the trolley power system.\n23. An apparatus for increasing the service life of a trolley power\nsystem, the\ntrolley power system comprising a trolley cable, a contact strip, and a feeder\ncable\nconducting\nelectrical\ncurrent from the trolley cable to an\nelectrical\nmotor on\na\nvehicle\n,\nwherein the\nelectrical\nmotor operates in at least one propel interval and in\nat least one\nretard interval, the apparatus comprising\nmeans for charging an on-board\nelectrical\nenergy storage system with\nelectrical\npower from the\nelectrical\nmotor during the at least one retard\ninterval;\nmeans for monitoring a current flowing through the trolley cable;\nmeans for determining whether the current is greater than a current limit;\nmeans for supplying\nelectrical\npower to the\nelectrical\nmotor only from the\ntrolley cable when the current is less than or equal to the current limit, and\nmeans for supplying first\nelectrical\npower to the\nelectrical\nmotor from the\ntrolley cable and second\nelectrical\npower to the\nelectrical\nmotor from the on-\nboard\nelectrical\nenergy storage system when the current is greater than the current\nlimit.\n24. The apparatus of claim 23, wherein.\nthe\nelectrical\nenergy storage system comprises at least one ultracapacitor.\n25. The apparatus of claim 23, wherein:\nthe\nelectrical\nenergy storage system comprises at least one\nbattery\n.\n18 | 12/604,580 | United States of America | 2009-10-23 | L'invention porte sur un camion de roulage de mine propulsé par des moteurs électriques de roues, qui est alimenté par un système d'alimentation de chariot pendant la montée des côtes. L'énergie de freinage récupérée pendant l'action de freinage soit pendant la montée des côtes, soit pendant la descente des pentes, est accumulée par un système d'accumulation d'énergie électrique embarqué. L'énergie électrique est fournie par le système d'accumulation d'énergie électrique embarqué pour réduire la demande de puissance de pointe appliquée au système d'alimentation de chariot pendant la montée des côtes. Un mode de mise en uvre du système d'accumulation d'énergie électrique à bord utilise un système à supercondensateur. | True |
| 463 | Patent 2260789 Summary - Canadian Patents Database | CA 2260789 | NaN | INTEGRATED POWER SOURCE | SOURCE DE PUISSANCE INTEGREE | NaN | LEW, ARK L., SUTER, JOSEPH J., LE, BINH Q. | NaN | 1996-06-24 | BORDEN LADNER GERVAIS LLP | English | THE JOHNS HOPKINS UNIVERSITY | 4. An integrated power source comprising:\nan all polymer\nbattery\n, and\nenergy conversion means connected to said\nbattery\nfor\ndelivering\nelectrical\nenergy to said\nbattery\n.\nWhat is claimed is:\n5. An integrated power source according to claim 4,\nwherein said energy conversion means comprises an array of\nsolar cells.\n6. An integrated power source according to claim 4,\nwherein said energy conversion means is an RF charging unit.\n7. An integrated power source comprising:\na. a base structure material;\nb. semiconductor circuitry for implementing power\nmanagement functions;\nc. an all polymer\nbattery\ncomposed of an ionically\nconducting gel polymer electrode doped on one\nsurface with a polymeric anode and doped on its\nopposing surface with a polymeric cathode;\nd. solar energy conversion means for delivering\nelectrical\ncurrent to said\nbattery\n; and\ne. a cover protecting said energy conversion means\ntransparent to solar radiation.\n8. An integrated power source according to claim 7,\nwherein apart from said base structure material said inside to\noutside composition is highly malleable for adaptation to\nmultiple structural configurations.\n9. An integrated power source according to claim 7,\nwherein said semiconductor circuitry includes a RF charging\ncircuit, means for regulating the charge delivered to said\nbattery\n, and means for indicating the life status of said,\nbattery\n.\n10. An integrated power source according to claim 7,\nwherein said energy conversion means comprises an array of\nsolar cells.\n11. A power source integrally formed on a base material\nhaving a particular physical configuration comprising:\na. a layer of semiconductor circuitry mounted on said\nbase material for implementing power management\nfunctions;\nb. an all polymer\nbattery\ncomposed of an ionically\nconducting gel polymer electrode doped on one surface\nwith a polymeric anode and doped on its opposing\nsurface with a polymeric cathode;\nc. solar energy conversion means for delivering\nelectrical\ncurrent to said\nbattery\n; and\nd. a transparent cover protecting said energy conversion\nmeans.\n12. A power source according to claim 11, wherein said\nsemiconductor circuitry includes a RF charging circuit, means\nfor regulating the charge delivered to said\nbattery\n, and means\nfor indicating the life status of said\nbattery\n.\n13. A power source according to claim 11, wherein said\nsolar energy conversion means comprises an array of solar\ncells.\n14. A power source according to claim 11, wherein said\ninside to outside composition is highly malleable for\nadaptation to the physical configuration of said base material.\n15. A power source according to claim 11, wherein said\nbase material comprises the housing of a hand-held transceiver.\n16. A power source according to claim 11, wherein said\nbase material comprises the shell of a passenger\nvehicle\n.\n17. A power source according to claim 11, wherein said\nbase material comprises the case of a lap top electronic unit.\n18. A power source according to claim 11, wherein said\nbase material comprises the rear window of a passenger\nvehicle\n.\n19. A power source according to claim 11, wherein said\nbase material comprises the roof of a building.\n20. A power source according to claim 11, wherein said\nbase material comprises a roadside sign or components of the\nintelligent highway.\n21. An integrated power source comprising:\na. semiconductor circuitry for implementing power\nmanagement functions;\nb. an all polymer\nbattery\n;\nc. solar energy conversion means for delivering\nelectrical\ncurrent to said\nbattery\n;\nd. a transparent cover protecting said solar energy\nmeans; and\ne. a base structure material having a particular\nstructural configuration; said layer of\nsemiconductor circuitry being bonded to the body\nof said base structure material whereby the\ncomposite laminations of said semiconductor\ncircuitry,\nbattery\n, and conversion means assume\nthe configuration of said base material.\n22. An integrated power source of claim 21, wherein said\nsolar energy conversion means comprises an array of solar\ncells.\n17\n23. An integrated power source having layers of\nlaminations arranged in the following order and comprising:\na\nbattery\ncharge state display;\na DRAMS/SRAMS memory module;\na rechargeable\nbattery\n;\nbattery\nelectronics;\nsolar cells;\na cover for protecting said solar cells;\nand a structural composite sandwiched between said\nsolar cells and\nbattery\nelectronics, between said\nbattery\nelectronics and said rechargeable\nbattery\n,\nbetween said rechargeable\nbattery\nand said memory\nmodule, and between said memory module and said\nbattery\ncharge state display.\n24. An integrated power source according to claim 1,\nwherein said\nbattery\nis a thin film polymer\nbattery\n.\n18\n25. An integrated power source comprising:\na rechargeable\nbattery\n;\nmicro-controller means for regulating the\nelectric\ncurrent flow to said\nbattery\n;\na plurality of sources of\nelectrical\ncurrent;\na selection unit connected between said\nmicrocontroller means and said plurality of sources of\nelectrical\ncurrent for selecting one of said sources\nof\nelectrical\ncurrent; and\nmeans connected to said micro-controller means for\nindicating the charge state of said\nbattery\n.\n26. An integrated power source according to claim 25\nincluding memory module-means for storing in digital format\ndata concerning various operational characteristics of said\nbattery\n.\n27. An integrated power source according to claim 25,\nwherein said\nbattery\nis a thin film polymer\nbattery\n.\n28. An integrated power source according to claim 25,\nwherein one of said sources of\nelectrical\ncurrent is a\nhandheld generator. | 08/632,969 | United States of America | 1996-04-16 | L'invention concerne une source de puissance (10) autonome, petite, légère, portative, renouvelable, modulaire et intégrée. La source de puissance se compose de piles solaires (18, 20) qui sont empilées sur une batterie (12) de polymère à semi-conducteurs. Cette batterie est, à son tour, placée sur un substrat contenant des circuits (26) qui gèrent la charge de la batterie de polymère. Cette charge peut s'effectuer par énergie solaire, ou également, par un couplage HF au moyen d'un matériel de charge HF externe (30) ou un générateur à main. Pour un meilleur support, la source de puissance intégrée est ensuite liée à un boîtier ou une structure d'applications. Cette source de puissance intégrée peut alimenter indépendamment l'application électronique. Cela peut servir de carter ou de boîtier en prenant la forme d'un boîtier d'applications. | True |
| 464 | Patent 2955869 Summary - Canadian Patents Database | CA 2955869 | NaN | VEHICLECHARGING STATION COMPRISING A SUPPLY-CONTACT DEVICE MOUNTED ON AN ARM | STATION DE CHARGE DE VEHICULE AVEC UN DISPOSITIF DE CONTACT D'ALIMENTATION MONTE SUR UNE POTENCE | NaN | BUHS, FLORIAN, ROMPE, ANDRE | NaN | 2015-06-23 | SMART & BIGGAR LLP | English | SIEMENS AKTIENGESELLSCHAFT | 12\nClaims\n1. A\nvehicle\ncharging station for charging an energy\naccumulator (17) of a\nbattery\n-driven\nvehicle\n(10), in\nparticular an\nelectric\nbus or a hybrid\nvehicle\n, wherein the\nvehicle\n(10) parks in a pre-defined parking position (20)\nduring the charging process, said\nvehicle\ncharging station\ncomprising:\na) a base (2) which is arranged in the vicinity of the\npre-defined parking position (20);\nb) an arm (6)\ni. having a first member (4) which extends\nlongitudinally and one end of which is\nrotatably mounted in a revolute joint (3)\nsituated on the base (2) and is rotary driven\nby means of a rotary drive (31),\nii. having a second member (5) which is mounted in\na linear guide (22) on the first member (4)\nand can be moved in the direction of the\nlongitudinal extension by means of a linear\ndrive (41), wherein the end of the second\nmember (5) facing away from the linear guide\n(22) is connected to a supply-contact device\n(8),\niii. a control unit (15) which controls the rotary\ndrive (31) and the linear drive (41), such\nthat the supply-contact device (8) can be\nmoved back and forth from an idle position\ninto a working position, in which working\nposition an\nelectrical\ncontact is made between\nthe supply-contact device (8) and a receiving-\ncontact device (9) fixed on the\nvehicle\n(10).\n13\n2. The\nvehicle\ncharging station as claimed in claim 1,\ncharacterized in that the supply-contact device (8) is\nconfigured to make an\nelectrical\ncontact with contact\nstrips of the receiving-contact device (9), said strips\nbeing arranged in the plane of the\nvehicle\nroof (13) or of\na side wall of the\nvehicle\n(10) or in a plane parallel\nthereto.\n3. The\nvehicle\ncharging station as claimed in claim 1,\ncharacterized in that the supply-contact device (8) is\nconfigured to make an\nelectrical\ncontact with contact\nstrips of the receiving-contact device (9), said contact\nstrips being arranged either in the longitudinal extension\nof the\nvehicle\n(10) or transverse to the longitudinal\nextension of the\nvehicle\n(10).\n4. The\nvehicle\ncharging station as claimed in one of claims 1-\n3, characterized in that the connection between the second\nmember (5) of the supply-contact device (8) is established\nby means of a second revolute joint (7).\n5. The\nvehicle\ncharging station as claimed in claim 4,\ncharacterized in that the second revolute joint (7) is\ndriven by a rotary drive (71).\n6. The\nvehicle\ncharging station as claimed in claim 1,\ncharacterized in that, by means of the drives (31, 41), the\nindividual members (5, 6) are moved in a working plane\nwhich is oriented approximately transverse to the\nlongitudinal extension of the parking\nvehicle\n(10).\n7. The\nvehicle\ncharging station as claimed in one of claims 1-\n3, characterized in that the revolute joint 3 is arranged\nat a distance 14 from the road 11, said distance being\ngreater than the distance between\nvehicle\nroof 13 and road\n14\n11.\n8. A method for charging the energy accumulator (17) in a\nbattery\n-driven\nvehicle\n(10), in particular an\nelectric\nbus\nor a hybrid\nvehicle\n, wherein the\nvehicle\n, for the purpose\nof charging, parks in a pre-defined parking position (20),\nwith a\nvehicle\ncharging station (1), comprising:\na. a base (2) which is arranged in the vicinity of the\npre-defined parking position (20);\nb. an arm (6) having a first member (4) which extends\nlongitudinally and one end of which is rotatably\nmounted in a revolute joint (3) situated on the\nbase (2) and is rotary driven by means of a rotary\ndrive (31);\nc. having a second member (5) which is mounted in a\nlinear guide (22) on the first member (4) and can\nbe moved in the direction of the longitudinal\nextension by means of a linear drive (41), wherein\nthe end of the second member (5) facing away from\nthe linear guide (22) is connected to a supply-\ncontact device (8);\nd. a control unit (15) which controls the rotary drive\n(31) and the linear drive (41) in such a manner,\ncharacterized by the method step\ne. Movement of the supply-contact device (8) from an\nidle position, in which the contacts of the supply-\ncontact device (8) are de-energized, into a working\nposition, in which an\nelectrical\ncontact is made\nbetween the supply-contact device (8) and a\nreceiving-contact device (9) provided on the\nvehicle\n(10) and arranged in a fixed position with\nrespect to the\nvehicle\n(10) and the energy\naccumulator (17) is charged.\n15\n9. The method as claimed in claim 7, characterized in that,\nwhen the supply-contact device (8) is moved from the idle\nposition to the working position, the individual members\n(4, 5) are moved in a swivel plane which runs substantially\ntransverse to the longitudinal extension of the parking\nvehicle\n(10).\n10. A\nbattery\n-driven, non-railbound\nvehicle\n(10) comprising a\nreceiving-contact device (9) which is mounted in a fixed\nposition on the\nvehicle\nroof (13) or on a side wall of the\nvehicle\n(10) and has at least two elongated contact\nelements which are arranged either in the direction of the\nlongitudinal extension of the\nvehicle\n(10) or transverse to\nthe longitudinal extension of the\nvehicle\n(10).\n11. The\nvehicle\nas claimed in claim 10, characterized in that\nthe contact elements are arranged in the plane of the\nvehicle\nroof (13) or of a side wall of the\nvehicle\n(10) or\nin a plane respectively parallel thereto.\n12. The\nvehicle\nas claimed in claim 10 or 11, characterized in\nthat the contact elements of the receiving-contact device\n(9) are embedded at least partially in an insulating part. | A 50509/2014 | Austria | 2014-07-23 | L'invention concerne une station de charge de véhicule servant à charger un accumulateur d'énergie (17) d'un véhicule alimenté par batterie (10), en particulier d'un bus électrique ou d'un véhicule hybride. Le véhicule (10) stationne dans une position de stationnement (20) prédéfinie pendant le processus de charge. L'objet de l'invention comprend : a) une base (2) qui est disposée à proximité de la position de stationnement (20) prédéfinie ; b) une potence (6) ; i) comprenant un premier élément (4) qui s'étend en une projection longitudinale, est monté de manière rotative à une extrémité dans une articulation tournante (3) disposée sur la base (2) et entraîné en rotation au moyen d'un entraînement rotatif (31), ii) comprenant un deuxième élément (5) qui est monté sur le premier élément (4) dans un guide linéaire (22) et qui peut être déplacé dans le sens de la projection longitudinale au moyen d'un entraînement linéaire (41), l'extrémité du deuxième élément (5) qui se trouve à l'opposé du guide linéaire (22) étant reliée à un dispositif de contact d'alimentation (8), iii) une unité de commande (15) qui commande l'entraînement rotatif (31) et l'entraînement linéaire (41) de telle sorte que le dispositif de contact d'alimentation (8) peut être déplacé d'une position de repos à une position de travail, dans laquelle un contact électrique est établi entre le dispositif de contact d'alimentation (8) et un dispositif de contact d'accueil (9) disposé en position fixe par rapport au véhicule (10), et retour. | True |